QOD'S 
iTINGHOUSE  E-T-AIRBMKE 
iTRUCTION  POCKET  BOOK, 


WORKS  BY  W.  W.  WOOD,    Air  Brake  Instructor. 

THE  WALSCHAERT  LOCOMOTIVE  VALVE  GEAR. 

If  you  would  thoroughly  understand  the  Walschaert  Locomotive 
Valve  Gear  you  should  possess  a  copy  of  this  book.  It  covers 
the  subject  in  every  detail.  Examination  questions  with  their 
answers  are  given.  Fully  illustrated  and  contains  sliding  card- 
board models.  Price,  $1.50 

LOCOMOTIVE  BREAKDOWNS  AND  THEIR  REMEDIES. 
Revised  Pocket  Edition,  just  issued.  This  book  tells  you  just 
what  to  do  in  case  of  any  accident  or  breakdown.  Walschaert 
Locomotive  Valve  Gear  Troubles,  The  Electric  Headlight  and 
Questions  and  Answers  on  the  Air  Brake  are  all  included. 
Fully  illustrated.  Price,  $1.00 

WESTINGHOUSE  E-T  AIR  BRAKE  INSTRUCTION  POCKET  BOOK 

Everything  about  the  New  Westinghouse  Engine  and  Tender 
Brake  Equipment,  including  the  Standard  No.  5  and  the  Perfect- 
ed No.  6  style  of  brake  is  treated  in  detail.    Contains  examination 
questions  with  their  answers,  which  will  pass  anyone  through  any 
examination.  Fully  illustrated  with  Colored  Plates.  Price,  $2.00 
The  above  books,  as  well  as  all  of  our  other  valuable  Railroad  books, 
will  be  found  fully  described  among  the  back  pages  of  this  book. 

PUBLISHED    AND    FOR   SALE   BY 

THE  NORMAN  W.  HENLEY  PUBLISHING  CO., 
132  Nassau  Street,  New  York,  U.  S.  A. 


The  Westinghouse  E-T  Air  Brake 
Instruction  Pocket  Book 


A    Complete    Work  Explaining   in   Detail    The   Improved 

Westinghouse  Locomotive  Air   Brake  Equipment, 

Including  both  the   No.  5  and  the  Latest, 

Perfected   No.   6   Style 

CONTAINS  EXAMINATION  QUESTIONS   AND  ANSWERS,  COV- 
ERING WHAT  THE   E-T  EQUIPMENT  IS.    HOW  IT  SHOULD 
BE  OPERATED.    WHAT  TO  DO  WHEN  DEFECTIVE.  NOT 
A  QUESTION  CAN  BE  ASKED  OF  THE  ENGINEMAN 
UP    FOR    PROMOTION    ON    EITHER   THE    NO.  5 
OR    THE    NO.    fi    EQUIPMENT    THAT    IS  NOT 
ASKED  AND  ANSWERED. 

by  W.  W.  WOOD,  Air  Brake  Instructor 

Author    of     "The     Walschaert     Locomotive     Valve     Gear," 
"  Locomotive    Breakdowns,"  etc.,  etc. 


FILLED  WITH  COLORED  PLATES,  SHOWING  VARIOUS  PRES- 
SURES WHICH    HELP     TO     ASSIST   THE    READER    IN 
UNDERSTANDING  THE   EFFECT  PRODUCED  IN 
THE    VARIOUS    PHASES  OF  LOCOMOTIVE 
AND  TRAIN   BRAKE  OPERATION. 


NEW  YORK 

THE  NORMAN  W.  HENLEY  PUBLISHING  CO. 

132     Nassau     Street 

1914 


COPYRIGHT,  1909, 

BY 
THE  NORMAN  W.  HENLEY  PUBLISHING  CO. 


Every  Illustration  In  this  book  has 'been  specially 
made  i'or  Jt  and  is  fully  Covered.' by  copyright 


Electrotyped  and  Printed  by  the 
PUBLISHERS  PRINTING  COMPANY,  New  York. 


PREFACE 

PREVIOUS  to  the  issuance  of  this  volume  there  has 
been  a  general  similarity  in  all  air-brake  instruction 
books,  and  the  E-T  Air-Brake  Pocket-Book  is  the  first 
departure  to  a  wholly  original  field  of  air-brake  instruc- 
tion. 

Since  its  inception,  and  until  quite  recently,  there  has 
been  practically  but  one  style  of  air  brake  for  all  classes 
and  branches  of  railroad  service,  both  passenger  and 
freight,  and  its  application  to  the  locomotive  has  been 
heretofore  the  simplest  modification  of  the  plain,  auto- 
matic principle.  With  the  great  increase  in  weight 
arid  motive  power  of  the  locomotives  in  general  service 
at  the  present  day,  the  importance  of  their  braking 
power  has  increased  enormously,  and  it  is  common  to 
hear  a  locomotive  engineer  declare  that  he  would  rather 
have  one-half  of  the  car  brakes  of  a  long  freight  train 
out  of  operation  than  to  have  to  cut  his  locomotive  brake 
out  of  action.  The  different  classes  of  train  service 
now  require  different  methods  of  brake  operation. 
The  running  time  of  passenger  trains  has  been  in- 
creased, also,  at  such  a  rate  that  the  comparatively 
modern  evolution  of  the  quick-action  brake  for  High- 
Speed  Service  has  been  short-lived,  and  the  demand 
heeded  for  a  further  increase  in  the  stopping  power  of 
the  brakes  of  the  cars  and  the  locomotives  in  general 
passenger  service. 


387482 


Preface 

Under  the  circumstances,  and  to  provide  for  certain 
other  present-day  air-brake  requirements,  it  has  been 
found  necessary  to  produce  a  locomotive  brake  with 
an  individuality  of  its  own,  but  perfectly  adapted  to 
every  requirement  of  each  branch  of  railroad  service; 
and  as  the  result  of  much  invention,  experiment  and  re- 
designing, the  improved  E-T  Locomotive-Brake  Equip- 
ment has  been  brought  forth  by  the  Westinghouse 
Air-Brake  Company,  and  is  now  the  one  standard  type 
of  engine-  and  tender-brake  for  each  and  every  loco- 
motive, regardless  of  the  service  in  which  it  may  be 
placed. 

In  the  E-T  equipment  the  entire  apparatus  included 
in  the  engine-  and  tender-brake  has  been  reconstructed, 
and  although  the  principle  of  the  common  triple  valve 
is  used  to  govern  the  graduation  of  the  locomotive 
braking  power  in  like  proportion  to  the  calculated 
power  of  the  car  brakes  of  the  train,  the  general  con- 
struction of  this  new  equipment  is  so  different  from  the 
old  that  it  is  practically  impossible  for  a  person  other- 
wise skilled  in  knowledge  of  the  common  quick-action 
and  locomotive  brakes,  to  understand  the  E-T  equip- 
ment without  helpful  instruction. 

It  should  be  borne  in  mind,  too,  that  when  any  person 
thoroughly  understands  the  E-T  brake  equipment,  he 
has  competent  knowledge  of  the  Westinghouse  air 
brake  as  it  is  applied  to  any  locomotive  in  this  country, 
for,  while  a  knowledge  of  the  common  automatic  air 
brake  is  helpful  in  the  study  of  the  E-T  equipment,  a 
thorough  understanding  of  the  latter  embraces  all  that 

[12] 


Preface 

has  gone  before,  in  addition  to  j  the  improvements  that 
make  this  the  accepted  air-brake  standard  for  all 
locomotives  of  the  future.  It  is  therefore  of  the  greatest 
importance  that  locomotive  engineers  in  particular, 
but  all  those  as  well  who  have  anything  to  do  with  the 
maintenance  of  locomotive  equipment,  or  the  super- 
vision of  enginemen  or  air-brake  repair  men,  shall 
become  well  informed  concerning  the  improved  E-T 
locomotive-brake  equipment. 

Constant  attendance  at  an  air-brake  instruction  car, 
until  the  new  type  of  brake  can  be  perfectly  understood, 
is  a  privilege  not  within  the  reach  of  the  many  who 
desire  the  knowledge;  and  for  those  who  may  receive 
such  .direct  instruction,  good  literature  on  the  subject 
is  as  helpful  as  the  text-book  is  to  the  college  student. 
With  the  object  in  view  of  aiding  all  those  who  desire 
to  become  proficiently  acquainted  with  the  E-T  loco- 
motive-brake equipment,  this  book  has  been  written. 
Its  production  was  delayed  until  the  equipment  had 
reached  practical  perfection  in  the  No.  6,  its  latest, 
improved  style,  upon  which  the  text  and  illustrations 
are  mainly  based,  although  the  preceding,  No.  5,  style 
of  the  equipment  is  fully  described,  in  so  far  as  it  differs 
from  the  perfected  type. 

While  the  main  portion  of  this  book  is  designed  for 
the  assistance  of  those  who  will  not  be  satisfied  with 
anything  short  of  a  complete  and  thorough  understand- 
ing of  the  whole  E-T  locomotive-brake  equipment,  a 
series  of  Questions  and  Answers  has  been  appended 
for  the  benefit  of  those  who  wish  to  become  posted  in 


Preface 

the  material  details,  only,  of  this  equipment,  in  order 
to  qualify  for  an  examination  thereon;  and  this  section 
is  so  complete  in  itself,  that  it  is  recommended  to 
Travelling  Engineers  and  Air-Brake  Inspectors  and 
Instructors  as  a  standard  form  of  Examination  Ques- 
tions on  the  No.  5  and  No.  6  E-T  equipments. 

The  illustrations  are  wholly  original,  the  scheme  of 
giving  each  zone  of  air  pressure  its  distinctive  color 
causing  the  plates  to  appear  self-explanatory  to  a  great 
extent.  The  text  is  also  original,  except  that  the  de- 
scriptive language  used  by  the  air-brake  company  in 
its  literature  is  occasionally  employed  in  reference  to 
certain  parts  of  the  apparatus,  as  examples  of  brevity 
that  can  not  be  improved  upon. 

This  book  is,  as  the  name  implies,  a  text-book  and 
reference  work  on  the  E-T  LOCOMOTIVE-BRAKE  EQUIP- 
MENT; and  the  accessories  that  are  the  same  as  were 
used  in  connection  with  the  common  automatic  engine- 
and  tender-brake,  such  as  the  air  pump,  the  train 
air-signalling  equipment,  and  the  foundation-brake 
gear,  are  not  touched  upon,  although  in  a  later  edition 
a  full  description  of  those  parts  is  contemplated. 

THE  AUTHOR. 

June,  1909. 


TABLE    OF    CONTENTS 

PAGE 

INTRODUCTORY, 17 

PARTS  OF  THE  EQUIPMENT, 20 

NAMES  OF  PIPING, 22 

ARRANGEMENT  OF  APPARATUS,  PIPE  CONNECTIONS,  ETC.,  AND 
GENERAL  ROUTE  OF  AIR  PRESSURES, 24 

EXPLANATION  OF  THE  PRINCIPLES  THAT  GOVERN  THE  GRAD- 
UATED OR  COMPLETE  APPLICATION,  AND  THE  RELEASE,  OF 
ALL  TYPES  OF  THE  AUTOMATIC  AlR  BRAKE, 32 

RUDIMENTS  OF  THE  DISTRIBUTING  VALVE, 45 

THE  No.  6  DISTRIBUTING  VALVE, 49 

EXPLANATION  OF  THE   DIAGRAMMATIC   CHARTS   OF  THE  No. 

6  E-T  EQUIPMENT, 59 

INDEPENDENT  LOCOMOTIVE-BRAKE  APPLICATION,         .     .     .     .81 
TETE  QUICK- ACTION  DISTRIBUTING  VALVE, 89 

No.  6  DISTRIBUTING  VALVE  WITH  QUICK-ACTION  CYLINDER 

CAP,        92 

THE  E-6  SAFETY  VALVE, 97 

ENGINEER'S  BRAKE-VALVES  OF  THE  No.  6  E-T  EQUIPMENT. 

THE  H-6  AUTOMATIC  BRAKE-VALVE,       102 

EXPLANATION  OF  THE  TRANSPARENCY  VIEWS  OF  THE  H-6 
BRAKE-VALVE,  119 


Contents 

PAGE 

THE  S-6  INDEPENDENT  BRAKE-VALVE,      ....  .135 

EXPLANATION    OF   THE  TRANSPARENCY   VIEWS    OF  THE   S-6 
INDEPENDENT  BRAKE-VALVE,      .     ,. 141 

THE  B-6  FEED  VALVE,         150 

THE  C-6  REDUCING  VALVE, 159 

The  S-F4  PUMP  GOVERNOR, .     .  161 

THE  COMBINED  AIR  STRAINER  AND  CHECK-VALVE,    .     „    „     .169 
GENERAL  OPERATION  OF  THE  TRAIN  AND  LOCOMOTIVE  BRAKES,  173 

ON  ARRIVAL  AT  ROUNDHOUSE  AT  FINISH  OF  TRIP;    REPORT- 
ING WORK,  ETC., 180 

BROKEN  OR  LEAKING  PIPES,     .    ,     .     . 184 

TESTING, 191 

THE  No.  5  E-T  LOCOMOTIVE-BRAKE  EQUIPMENT;  ITS  GENERAL 
CONSTRUCTION, 196 

HANDLE  POSITIONS  OF  THE  ENGINEER'S  BRAKE-VALVES,  No. 
5  E-T  EQUIPMENT, 199 

GENERAL  OPERATION  OF  THE  No.  5  E-T  EQUIPMENT,  AS  IT 
MAY  DIFFER  FROM  THE  IMPROVED,  No.  6  STYLE,    ....  205 

EXAMINATION     QUESTIONS    AND     ANSWERS     ON  THE     E-T 
LOCOMOTIVE-BRAKE  EQUIPMENT,  No.  5  AND  No.  6,   .    .    .212 


[16] 


THE    WESTINGHOUSE 
No.    6 

E-T  Locomotive  Brake  Equipment 


The  improved,  Westinghouse,  locomotive  air-brake 
equipment  (the  term  locomotive  brake  meaning  the 
combined  braking  apparatus  of  the  engine  and  tender, 
which  in  this  system  works  as  a  unit),  is  denominated 
by  the  symbols  E-T  (engine-tender),  and  the  perfected 
equipment  is  designated  as  the  No.  6.  The  No.  5 
style  of  this  brake  was  brought  out  in  1905,  and  has 
been  quite  generally  applied  to  locomotives  built  since 
that  date  until  succeeded  by  the  more  perfect  design. 
While  the  No.  6  does  not  differ  greatly  from  the  preced- 
ing style,  the  points  of  difference  are  important  enough 
to  warrant  the  adoption  of  the  latest  construction  for 
all  locomotives  that  will  be  built  in  the  future,  and  this, 
the  No.  6  E-T  equipment,  has  been  selected  as  the  sub- 
ject of  this  book  of  instruction ;  after  it  has  been  fully 
described,  and  illustrated,  all  necessary  reference  will 
then  be  made  to  the  differences  embodied  in  the  No.  5, 
or  older,  style. 

[17] 


«  e£s>fl|tial  sdeajm  tKe^prodjaction  of  the  E-T  equip- 
ment is  to  furnish  a  dependable  automatic,  locomotive 
brake — which  the  simple  automatic  type  was  not,  as 
it  was  hard  to  keep  the  brake  cylinders  even  reasonably 
free  from  pressure  leakage.  The  secondary,  straight- 
air,  or  "  independent "  brake  on  the  locomotive  had 
become  a  necessity,  and,  together  with  other  improve- 
ments and  attachments  demanded  by  the  service  in 
modern  train  braking,  the  older  system  became  com- 
plicated and  erratic.  A  radical  change  has  been  made, 
and  a  new  type  of  automatic  brake  for  the  locomotive 
evolved:  the  E-T,  which  consists  of  considerably 
less  apparatus  than  the  former  "combined  automatic 
and  straight- air  brake,"  while  possessing  all  the  ad- 
vantages of  the  latter  and  several  other  important  ones 
which  are  necessary  in  connection  with  modern  locomo- 
tive brake  appliances. 

There  being  but  one  equipment  (and  not  requiring 
different  sizes  of  valves  to  conform  to  the  several  sizes 
of  brake  cylinders) ,  it  may  be  applied  to  any  locomotive 
whether  used  in  high-speed  passenger,  double-pressure 
control,  ordinary  passenger  or  freight,  or  any  kind  of 
switching  service,  without  change  or  special  adjust- 
ment of  the  brake  apparatus.  All  valves  are  so  designed 
that  they  may  be  removed  for  repairs  and  replacement 
without  disturbing  the  pipe  joints. 

The  locomotive  brakes  may  be  used  with  or  independ- 

[18] 


The  E-T  Air-Brake  Pocket-Book 

ently  of  the  train  brakes,  and  this  without  regard  to 
the  position  of  the  locomotive  in  the  train.  They  may 
be  applied  with  any  desired  pressure  between  the  mini- 
mum and  the  maximum,  and  this  pressure  will  be  auto- 
matically maintained  in  the  locomotive-brake  cylinders 
regardless  of  leakage  from  them  and  of  variations  in  pis- 
ton travel,  undesirable  though  these  defects  are,  until 
released  by  the  brake  valve.  They  can  be  graduated 
on  or  off  with  either  the  automatic  or  the  independent 
brake- valves;  hence,  in  all  kinds  of  service  the  train 
can  be  handled  without  shock  or  danger  of  parting,  and 
in  passenger  service  smooth,  accurate  stops  can  be  made 
with  greater  ease  than  was  heretofore  possible. 


[19] 


Detail  Parts  of  the  Equipment 

PARTS  OF  THE   EQUIPMENT. 

(See  Fig.  i.) 

1.  The  AIR  PUMP  to  compress  the  air. 

2.  The  MAIN  RESERVOIR,  in  which  to  store  and  cool 
the  air  and  collect  water  and  dirt. 

3.  A  DUPLEX  PUMP- GOVERNOR  to  control  the  pump 
when    the    pressures    are    attained    for    which    it    is 
regulated. 

4.  A  DISTRIBUTING  VALVE,  and  small  double-cham- 
ber reservoir  to  which  it  is  attached,  placed  on  the 
locomotive  to  perform  the  functions  that  have  hereto- 
fore devolved  on  the  triple  valves,  auxiliary  reservoirs, 
double-check-valves,  high-speed  reducing  valves,  etc. 

5.  Two  BRAKE- VALVES,  the  AUTOMATIC  to  operate 
locomotive  and  train  brakes,  and  the  INDEPENDENT  to 
operate  locomotive  brakes  only. 

6.  A  FEED  VALVE  to  regulate  the  brake-pipe  pressure. 

7.  A  REDUCING  VALVE  to  reduce  the  pressure  for 
the  independent  brake-valve    and    for   the    air-signal 
system  when  used. 

8.  Two    DUPLEX    AIR-GAUGES;     one,    to   indicate 
equalizing-reservoir  and  main-reservoir  pressures;    the 
other,   to  indicate  brake-pipe  and    locomotive-brake- 
cylinder  pressures. 

[20] 


DUPLEX   GAUGE 


STEAM.    LIVE  DISTRIBUTING 

AMD  VALVE 

EXHAUST  RELEASE   PIPE 


FEED   VALVE   AND 
BRAKE   PIPE 
PRESSURE 


FIG.  1. — Piping  Diagram,  No.  GET  Locomotive-Brake 

routings 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 


Fig.  l 


JALIZING  APPLICATIO 

SERVOIR  CYLINDER 

ESSURE  PRESSURE 


BRAKE  REDUCING   VALVE 

CYLINDER  AND   SIGNAL   LINE 

PIPE   LINES  PRESSURE 


jiiipment.     Colors  showing  open  communications,  and 
>ressure. 


The  E-T  Air-Brake  Pocket-Book 

9.  DRIVER,  TENDER,  and  TRUCK-BRAKE  CYLIN- 
DERS, Cux-OuT  COCKS,  AIR  STRAINERS,  HOSE  COUP- 
LINGS, FITTINGS,  etc.,  incidental  to  the  piping.  (The 
i -inch  Cut-out  Cock  in  Brake  Pipe  directly  beneath 
the  automatic  brake-valve  (Fig.  i)  is  designated  the 

DOUBLE-HEADING  COCK). 


[21] 


Names  of  Piping 

NAMES   OF   PIPING. 
(See  Fig.  i.,    Notations  thereon  as  to  pipe  connections.) 

In  the  color  scheme  of  Fig.  1,  it  is  not  implied  that  the 
indicated  pressures  are  in  all  of  the  several  pipes  at  the 
same  time;  the  intention  is  to  explain  the  routing  of  the  air 
flow,  and  the  zone  that  may  be  occupied  by  each  pressure. 

In  subsequent  charts,  the  coloring  will  indicate  the  pres- 
sures that  are  contained  in  the  pipes,  chambers,  etc.,  during 
the  particular  phase  of  action  represented  by  the  individual 
plate. 

DISCHARGE  PIPE  :  Connects  the  AIR  PUMP  to  the  first 
MAIN  RESERVOIR. 

CONNECTING  PIPE:  Connects  the  two  MAIN  RES- 
ERVOIRS. 

MAIN-RESERVOIR  PIPE:  Connects  the  second  MAIN 
RESERVOIR  to  the  AUTOMATIC  BRAKE-VALVE,  DIS- 
TRIBUTING VALVE,  FEED  VALVE,  REDUCING  VALVE, 
and  PUMP  GOVERNOR. 

FEED- VALVE  PIPE:  Connects  the  FEED  VALVE  to 
the  AUTOMATIC  BRAKE- VALVE. 

EXCESS-PRESSURE  GOVERNOR  PIPE:  Connects  the 
FEED- VALVE  PIPE  to  the  EXCESS -PRESSURE  HEAD  of 
the  PUMP  GOVERNOR. 

REDUCING  -VALVE  PIPE  :  Connects  the  REDUCING 
VALVE  to  the  INDEPENDENT  BRAKE- VALVE,  and  to  the 
SIGNAL  SYSTEM. 

BRAKE  PIPE  (Formerly  "train  line."):  Connects  the 

[22] 


The  E-T  Air-Brake  Pocket-Book 

AUTOMATIC  BRAKE-VALVE  with  the  DISTRIBUTING 
VALVE  and  all  TRIPLE  VALVES  on  the  cars  in  the  train. 

BRAKE-CYLINDER  PIPE:  Connects  the  DISTRIBU- 
TING VALVE  with  the  DRIVER,  TENDER  and  TRUCK- 
BRAKE  CYLINDERS. 

APPLICATION-CYLINDER  PIPE:  Connects  the  APPLI- 
CATION CYLINDER  of  the  DISTRIBUTING  VALVE  with  the 
INDEPENDENT  and  AUTOMATIC  BRAKE- VALVES. 

DISTRIBUTING- VALVE  RELEASE  PIPE:  Connects  the 
APPLICATION-CYLINDER  exhaust  port  of  the  DISTRIB- 
UTING VALVE  to  the  AUTOMATIC  BRAKE- VALVE  through 
the  INDEPENDENT  BRAKE- VALVE. 


[23] 


Routing  of  Air  Pressures 

ARRANGEMENT  OF  APPARATUS,  PIPE  CON- 
NECTIONS, AND  GENERAL  ROUTE  OF 
PRESSURE. 

Referring  to  Fig.  i,  the  air  compressed  by  the  pump 
passes  as  usual  to  the  main  reservoirs  and  the  main- 
reservoir  pipe;  this  pressure  is  indicated  by  the  red 
color,  and  in  this  diagram  all  parts  of  one  color  are  in 
open  communication  with  each  other.  The  main- 
reservoir  cut-out  cock  is  of  the  3 -way  style,  and  when 
closed  will  cut  off  the  air  from  the  main  reservoir,  and 
vent  the  pressure  from  the  main-reservoir  pipe  and  all 
other  pipes,  valves,  etc.,  in  connection  thereto — the 
main  brake  pipe  as  well,  unless  the  "i-inch  cut-out 
cock"  beneath  the  automatic  brake-valve  should  first 
be  closed;  besides  this,  the  brake-valve  handle  should 
be  placed  in  release  position  to  prevent  the  slide  valve 
of  the  feed  valve,  and  the  rotary  valve  of  the  brake- 
valve  being  lifted  from  their  seats;  any  part  of  the 
apparatus,  except  the  governor,  may  then  be  removed 
without  the  necessity  of  stopping  the  pump  and  empty- 
ing the  main  reservoir.  The  end  of  the  3 -way  cock 
toward  the  main  reservoir  is  tapped  for  a  connection 
to  the  high- pressure  head  of  the  pump  governor,  and 
will  restrain  the  pump  from  working  up  any  higher 
pressure  than  the  desired  maximum,  in  the  main  reser- 
voir while  repairs  to  the  apparatus  are  being  made. 

[24] 


The  E-T  Air-Brake  Pocket-Book 

Beyond  the  main-reservoir  (3 -way)  cut-out  cock,  the 
main -reservoir  pipe  has  four  branches;  one  of  which 
runs  to  the  automatic  brake-valve  to  supply  the  pressure 
when  the  brake- valve  is  in  release  position  for  the  quick 
recharge  of  the  brake  pipe  necessary  in  releasing  the 
train  brakes;  one  branch  runs  to  the  feed  valve,  which 
reduces  the  pressure  that  the  automatic  brake-valve 
will  take  for  the  brake-pipe  supply  to  70  pounds — in 
all  branches  of  service  except  with  the  high-speed  pas- 
senger brake  when  it  is  -adjusted  to  no  pounds — and 
the  feed-valve  pipe  delivers  this  reduced  pressure  to  the 
automatic  brake-valve,  through  which  it  is  supplied 
to  the  brake  pipe  in  the  running  and  holding  positions ; 
one  branch  of  the  main-reservoir  pipe  leads  to  the  redu- 
cing valve — adjusted  generally  at  45  pounds — which 
regulates  the  pressure  used  in  the  air-signal  system,  and 
by  the  independent  brake- valve;  and  one  branch  to 
the  distributing  valve  through  which  the  main-reservoir 
air  is  automatically  supplied  in  graded  amount  to  the 
brake  cylinders  of  the  engine  and  tender  at  all  applica- 
tions, by  the  independent  or  automatic  brake-valves,  at 
service  and  emergency  reductions.  As  a  result,  the 
automatic  brake-valve  receives  air  from  the  main  reser- 
voir in  two  ways,  one  direct  and  the  other  through  the 
feed  valve. 

The  feed-valve  pipe  from  the  feed  valve  to  the  auto- 
matic brake-valve  has  a  branch  to  the  top  of  the  excess- 

[25! 


Pipe   Connections 

pressure  head  of  the  duplex  pump-governor,  and  the 
reasons  for  this  connection  will  appear  in  the  explanation 
of  the  SF-4  pump-governor. 

The  reducing-valve  pipe  leading  from  the  reducing 
valve  to  the  independent  brake-valve,  has  a  branch- 
pipe  connection  with  the  train  air-signal  system,  when 
used.  In  this  branch  pipe  is  placed  a  combined  strainer, 
check-valve,  and  choke-fitting:  the  check- valve  to  pre- 
vent return  flow  of  the  signal-line  pressure  when  an 
application  by  the  independent  brake-valve  is  made, 
and  which  would  cause  the  air-signal  whistle  to  sound; 
the  strainer  to  prevent  dirt  from  lodging  in  the  check- 
valve;  and  the  choke-fitting  to  so  reduce  the  rapidity 
of  air  supply  to  the  signal  line  that  the  opening  of  the 
car  discharge- valve  can  reduce  the  pressure  in  the  line 
and  cause  the  air  whistle  to  blow. 

The  distributing  valve  has  five  pipe  connections  (see 
Figs.  2  A  and  2  B)  ,  made  through  the  end  of  the  double- 
chamber  reservoir,  three  on  the  left  and  two  on  the  right; 
only  one  of  them  (the  middle  one  on  the  left)  enters 
either  of  the  chambers  of  the  reservoir,  and  they  are 
all  directly  related  to  the  valve  section,  being  ported 
through  the  large,  round  gasket  between  the  faces  of  the 
reservoir  and  valve  sections  of  the  distributing  valve. 
The  pipe  connections  being  made  to  the  reservoir  sec- 
tion, it  enables  the  removal  of  the  valve  section  for  ex- 
change or  repair  without  having  to  disconnect  any  pipe 
[26] 


The  E-T  Air-Brake  Pocket-Book 


FIG.  2  A 


FIG.  2  B 

Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 

FIG.  2  A.— No.  6  Distributing  Valve,  Left  Side,  showing  the  Pipe 
Connections.  MR,  to  main  reservoir;  2,  application-cylincfer 
pipe;  4,  distributing-valve  release-pipe. 

FIG.  2  B.— No.  6  Distributing  Valve,  Right  Side.  CYLS,  brake- 
cylinder  pipe  (branching  to  all  brake  cylinders  of  engine  and 
tender) ;  BP,  distributing-valve  branch  of  the  brake  pipe. 

[27] 


Brake-Cylinder   Cut-Out   Cocks 

unions.  Of  the  three  pipes  on  the  left,  the  upper  is  the 
supply  from  the  main  reservoir;  the  intermediate  is 
the  application-cylinder  pipe,  leading  to  the  independ- 
ent and  the  automatic  brake- valves;  and  the  lower  is 
the  distributing-valve  release  pipe,  leading  through  the 
independent  brake-valve,  when  the  handle  is  in  running 
position,  to  the  automatic  brake-valve  and  through  it, 
also,  when  in  running  position,  to  the  atmosphere,  as 
shown  in  Fig.  i  by  the  continuity  of  color.  Of  the 
two  on  the  right,  the  lower  is  the  brake-pipe  branch 
connection,  and  the  upper  is  the  brake-cylinder  pipe, 
branching  to  all  brake  cylinders  on  the  engine  and  ten- 
der. In  this  pipe  are  placed  cocks  for  cutting  out, 
individually,  the  brake  cylinders  when  necessary,  one 
each  for  the  tender  and  engine  truck-brake  cylinders, 
and  one  cock  to  cut  out  both  driver-brake  cylinders 
at  once,  as  it  is  inadvisable  to  operate  the  driver  brake 
on  one  side  of  the  engine  only;  and  in  the  engine  truck 
and  tender  brake-cylinder  cut-out  cocks  are  placed 
choke-fittings  to  prevent  serious  loss  of  main-reservoir 
air  and  the  release  of  the  other  locomotive  brakes  during 
a  stop,  in  case  of  burst  brake-cylinder  hose.  Each  one 
of  the  pieces  of  the  E-T  equipment  referred  to  in  this 
description  of  the  piping  arrangement  will  be  explained 
in  detail,  and  with  accompanying  illustrations,  further 
along. 

The  TWO  DUPLEX  AIR-GAUGES   (see  Figs.  3  A  and 
[28] 


The  E-T  Air-Brake  Pocket-Book 


3  B)  are  connected  as  follows :  Gauge  No.  i ;  red 
hand  to  main-reservoir  pipe  under  the  automatic  brake- 
valve;  black  hand  to  gauge-pipe  tee  of  the  automatic 
brake- valve;  this  gauge  is  piped  correspondingly  the 
same  as  the  original  duplex  gauge  of  the  automatic- 
brake  equipment  with  which  we  have  been  familiar 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 

FIG.  3  A 


FIG.  3  B 


FIG.  3  A. — Large  Duplex  Gauge.     (Corresponding  to  the  one  duplex 
gauge  used  in  former  equipments.) 


FIG.  3  B. — Small  Duplex  Gauge. 
inder  gauge  used  in  former  i 
with  a  second  pointer  added  to  show  brake-pipe  pressure  direct.) 


(Corresponding  to  the  brake  cyl- 
inder gauge  used  in  former  equipments  of  the  E-T  brake,  but 


for  years,  but  the  inscription  on  the  dial  is  more  strictly 
accurate,  for  instead  of  the  legend  "  black  hand  train 
line" — meaning  brake- pipe  pressure — it  now  says  BLACK 
HAND  EQUALIZING  RESERVOIR,  which  pressure  it  records 
and  always  has  recorded.  Gauge  No.  2;  red  hand  to 

[29] 


The  Two   Duplex  Air- Gauges 

the  brake-cylinder  pipe;  black  hand  to  the  brake 
pipe  below  the  double-heading  cock;  thus,  for  the  first 
time,  in  connection  with  the  equalizing-discharge  auto- 
matic brake-valve  a  gauge  is  supplied  that  directly 
indicates  the  pressure  in  the  brake  pipe  at  all  times, 
regardless  of  the  position  of  the  brake-valve  handle, 
and  is  of  special  benefit  on  the  secondary  engines  in 
double-heading  whose  double- heading  cocks  are  closed. 

The  amount  of  reduction  to  be  made  during  an 
automatic  application,  however,  is  indicated  by  the 
black  hand  of  gauge  No.  i,  as  the  E-T  equipment  does 
not  require  any  change  in  the  governing  of  automatic- 
brake  applications  at  either  service  or  emergency  reduc- 
tions. 

The  automatic  brake-valve  connections,  other  than 
those  already  mentioned,  are  the  brake  pipe,  the  pipe  to 
the  equalizing  reservoir  (sometimes  referred  to  as  the 
chamber  D  reservoir),  and  the  lower  connection  to  the 
excess-pressure  head  of  the  pump-governor. 

Before  beginning  on  a  detailed  description  of  the 
operation,  and  the  construction  of  the  operating  parts, 
of  the  No.  6  E-T  equipment,  it  is  desired  that  it  shall 
be  positively  understood  that  the  underlying  princi- 
ples governing  its  action  are  just  the  same  as  those  of 
all  previous  equipments  of  the  automatic  air-brake. 
Instead  of  a  triple  valve  and  auxiliary  reservoir  for  each 
of  the  engine  and  tender  equipments  the  parts  men- 
[30] 


The  E-T  Air-Brake  Pocket-Book 

tioned  are  dispensed  with,  and  the  DISTRIBUTING 
VALVE  is  made  to  take  the  place  of  the  triple  valve,  but 
one  being  used  to  control  the  supply  of  pressure  to, 
and  its  discharge  from,  all  brake  cylinders  of  the  engine 
and  tender;  while  the  presence  of  the  main  reservoir 
on  the  engine  has  been  taken  advantage  of  for  direct 
brake-cylinder  air  supply,  to  supplant  the  auxiliary 
reservoir. 


[31] 


Straight- Air  Brake.  Triple  Valve 

AN  EXPLANATION  OF  THE  PRINCIPLE 
THAT  GOVERNS  THE  GRADUATED  OR 
COMPLETE  APPLICATION,  AND  THE  RE- 
LEASE, OF  ALL  TYPES  OF  THE  AUTO- 
MATIC AIR  BRAKE. 

The  first  "continuous  train  brake"  to  come  into 
general  use  was  of  the  straight-air  type,  invented  by 
George  H.  Westinghouse,  and,  succeeding  the  hand 
brake,  was  comparatively  successful  on  a  limited  num- 
ber of  cars,  and  as  long  as  everything  worked  all  right. 
The  straight-air  brake  can  be,  and  is,  absolutely  relia- 
ble, but  only  when  used  on  the  same  vehicle  from  which 
the  actuating  pressure  is  originally  supplied  and  that 
carries  the  main  operating  brake-valve.  The  auto- 
matic brake  as  it  exists  to-day  is  due  to  the  production 
by  Mr.  Westinghouse  of  the  triple  valve,  which  is  the 
one  essential  part  of  each  air-brake  unit  (car  or  loco- 
motive equipment),  and  no  automatically  acting  brake 
can  be  conceived  to  work  with  compressed  air  that  does 
not  make  use  of  the  principle  of  the  triple  valve. 

THE  TRIPLE  VALVE. — Nominally,  the  Westing- 
house  E-T  locomotive -brake  equipment  does  not  in- 
clude a  triple  valve;  really,  however,  that  portion  of 
the  distributing  valve  called  the  equalizing  valve  per- 
forms the  functions  of  a  triple  valve,  and  is  necessary 
[32] 


o        K 


FIG.  4  A.— Triple  Valve  in  Release  Position,  with  Auxiliary  R 
FIG.  4  B. — Triple  Valve  in  Service-Application  Position. 
FIG.  4  c. — Triple  Valve  in  Service-Lap  Position. 
FIG.  4  D. — Triple  Valve  in  Emergency-Application  Position. 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 


Exhaust  Port  |  I 

Brake  Pipe  Connection 


I 


oir  and  Brake  Cylinder.     Charged.     Diagrammatic  figure. 


The  E-T  Air-Brake  Pocket-Book 

to  correctly  graduate  the  locomotive-braking  power 
at  service  applications,  and  to  so  operate  that  the  power 
of  the  locomotive  brake  will  be  proportionately  the  same 
as  that  of  the  properly  working  car  brakes  during  the 
different  grades  of  application.  In  fact,  it  does  all 
that  a  triple  valve  has  done,  and  performs  other  addi- 
tional functions  that  are  individual  to  the  E-T  type 
of  brake  equipment. 

It  is  necessary,  therefore,  to  be  familiar  with  the 
operation  of  a  plain  triple  valve  before  it  is  possible  to 
satisfactorily  understand  the  distributing  valve;  and 
as  the  latter  is  as  essentially  the  vital  part  of  the  E-T 
equipment  as  the  triple  valve  is  of  the  plain  automatic 
brake,  the  working  of  a  triple  valve  of  the  simplest 
design  of  construction  will  be  exemplified,  and  will  be 
followed  by  an  ideal,  or  diagrammatic,  illustration  and 
explanation  of  the  principal  features  of  the  distributing 
valve  for  comparison,  and  which  will  make  it  clear  that 
the  original  theory  of  the  automatic  brake  has  not  been 
departed  from,  but  only  strengthened. 

Fig.  4  A  represents  a  triple  valve  with  the  parts  in 
the  release  position,  together  with  the  auxiliary  reser- 
voir, and  brake  cylinder  and  piston;  the  triple  valve 
embodies  the  controlling  mechanism,  the  auxiliary 
reservoir  is  to  contain  the  pressure  ready  to  be  used  in 
the  application  of  the  brake,  and  the  brake  cylinder 
is  the  place  where  the  power  of  the  compressed  air  is 

[33] 


Operation  of  the  Triple  Valve 

made  to  transmit  its  force  to  the  brake  shoes  through 
the  foundation  brake,  or  rigging,  by  acting  against  the 
movable  piston  contained  within  the  cylinder.  Figs. 
4  B,  40,  and  4  D  show  the  same  triple  valve  with  the 
operating  parts  in  the  service- application,  service-lap, 
and  emergency-application  positions,  respectively,  but 
without  the  auxiliary  reservoir  and  brake  cylinder— 
the  points  of  connection  therewith  being  indicated 
—as  their  duties  will  be  sufficiently  understood  after 
the  explanation  of  the  first  diagram,  Fig.  4  A. 

Alluding  to  Fig.  4  A,  the  triple- valve  piston,  26, 
contains  a  packing  ring  (not  shown),  to  make  a  prac- 
tically air-tight  joint  between  the  spaces  on  each  side 
of  it,  and,  seated  between  the  shoulders  of  the  stem  of 
the  piston  is  a  slide  valve,  31,  that  follows  the  piston, 
but  with  a  certain  amount  of  slack,  or  lost  motion, 
which  the  piston  must  take  up  in  either  direction  before 
the  slide  valve  moves;  the  top  of  this  slide  valve  forms 
the  seat  for  another  one  of  smaller  design  but  similar  in 
some  respects,  called  the  graduating  valve,  No.  28,  which 
is  combined  with  the  piston  and  moves  regularly  with 
it;  while  piston  26  is  air-tight  on  its  edges,  in  the  re- 
lease position  it  is  necessary  that  there  shall  be  a  slender 
opening  between  chambers  p  and  x,  and  to  serve  this 
purpose  a  small  groove,  u,  is  cut  in  the  wah1  of  the  triple- 
valve  cylinder,  but  made  so  short  that  the  triple  pis- 
ton must  be  fully  in  the  release  position,  as  here  shown, 
[34] 


The  E-T  Air-Brake  Pocket-Book 

in  order  that  air  will  feed  through  it.  The  connec- 
tions of  the  triple  valve  are  as  follows:  The  brake- 
pipe  connection,  as  indicated  on  the  plate,  is  to  a  branch 
of  the  main  pipe  that  extends  throughout  the  train 
from  the  engineer's  brake- valve,  and  which  is  constantly 
charged  with  pressure  from  the  main  reservoir,  that  the 
feed  valve  maintains  at  70  pounds  while  the  engineer's 
valve  is  in  running  position.  The  brake  pipe  was  for- 
merly known  as  the  "train  line,"  and  the  duty  of  its 
contained  pressure  is  two-fold:  to  maintain  the  air 
charge  of  the  auxiliary  reservoir  on  each  car,  and  to 
be  the  medium  by  which  the  engineer  can  operate  the 
triple  valves  on  all  of  the  cars  simultaneously — redu- 
cing the  p^ssure  to  apply  the  brakes,  and  increasing 
it  to  release  them;  the  connection  of  the  triple  valve 
with  the  auxiliary  reservoir  is  plainly  seen  in  the  opening 
through  the  front  head  of  the  reservoir  to  which  the 
triple  valve  is  attached;  the  tube  L,  extending  through 
the  auxiliary  reservoir,  furnishes  the  connection  between 
the  triple  valve  and  the  brake  cylinder;  the  exhaust 
port  to  the  atmosphere  is  indicated  on  the  plate,  and 
with  the  triple  valve  in  release  position,  as  shown,  the 
pressure  space  of  the  brake  cylinder  is  open  to  the  at- 
mosphere through  the  tube  L,  port  h  that  opens  into 
the  seat  of  the  triple-slide-valve,  cavity  k  in  the  face  of 
the  slide  valve,  and  the  exhaust  port.  When  pressure 
is  released  from  the  brake  cylinder,  the  large  spring 

[35] 


Service  Application 

around  piston  rod,  12,  holds  the  brake  piston,  10, 
against  the  pressure  head  of  the  cylinder;  the  extension 
of  the  left,  or  non-pressure,  head  of  the  brake  cylinder 
is  to  permit  the  nesting  of  the  release  spring  for  pro- 
tection in  case  the  piston  should  ever  be  permitted  to 
travel  the  full,  possible  distance  of  the  cylinder;  but 
the  slack  in  the  brake  rigging  should  be  taken  up 
enough  that  at  a  full-on  application  the  piston  will  not 
travel  much  over  one-half  of  its  full  stroke. 

Air  pressure  from  the  brake  pipe  enters  the  triple 
valve  as  shown,  filling  chambers  p,  p,  and  passing 
through  the  feed  groove,  u,  charges  chamber  x  and 
the  auxiliary  reservoir,  but  slowly,  under  a  full 
head  of  brake-pipe  pressure  at  the  rate  of  about 
one  pound  of  reservoir  charge  per  second;  when  the 
auxiliary  reservoir  has  become  charged  to  70  pounds, 
or  equal  to  the  brake-pipe  pressure,  no  movement  of 
the  triple-valve  parts  will  automatically  occur,  as  the 
piston  is  in  a  perfect  equilibrium  of  brake-pipe  pressure 
on  one  side  and  auxiliary-reservoir  pressure  on  the  other. 

Fig.  4  B — SERVICE-APPLICATION  POSITION  :  A  reduc- 
tion of  brake-pipe  pressure  having  been  made — say 
of  10  pounds — the  pressure  in  chamber  p  is  now  60 
pounds,  and  as  the  feed-groove,  u,  is  too  small  to 
permit  the  auxiliary  air  to  equally  reduce  by  back 
flow  through  it,  the  yo-pounds  pressure  in  chamber 
x  forces  the  triple  piston,  26,  to  the  right  until  its  knob 
[36] 


The  E-T  Air-Brake  Pocket-Book 

comes  into  contact  with  the  spring  head,  60,  at  which 
point  the  piston's  movement  ceases,  with  the  triple 
valve  in  the  service-application  position,  as  shown;  the 
first  movement  occurs  when  the  brake-pipe  pressure 
has  been  reduced  by  2  to  4  pounds,  when  the  piston 
responds  by  moving  far  enough  for  the  shoulder  on 
the  end  of  the  stem  to  strike  against  the  left  end  of 
slide  valve  31,  and  if  the  brake-pipe  pressure  reduces 
slowly — as  is  always  the  case  when  a  service  applica- 
tion is  made  from  a  long  train  line — there  will  be  a  slight 
pause  of  the  triple-valve  piston  at  this  point,  due  to 
the  frictional  resistance  of  the  slide  valve  from  the 
air  pressure  upon  it,  but  the  feed -groove,  u,  will  have 
been  closed,  thereby  trapping  the  auxiliary-reservoir 
air  against  any  back  flow,  and  graduating  valve  28 
will  have  been  drawn  from  over  port  z  in  the  slide,  valve; 
when  the  brake-pipe  reduction  has  amounted  to  from 
5  to  7  pounds,  the  resistance  of  slide  valve  31  will  have 
been  overcome  and  the  triple  piston  will  complete  its 
service  travel,  carrying  the  slide  valve  with  it  and  bring- 
ing port  z  into  register  with  port  h  in  the  slide-valve 
seat;  the  auxiliary-reservoir  air  in  chamber  x  now 
flows  through  port  z  to  port  h,  and  enters  the  tube  L, 
through  the  auxiliary  reservoir,  that  carries  it  to  the 
brake  cylinder,  where,  acting  upon  the  brake  piston, 
the  air  pressure  accomplishes  the  application  of  the 
brake. 

[37] 


Automatic  Graduation 

The  automatic  graduation  of  the  pressure  supplied 
to  the  brake  cylinder  is  the  paramount  feature  of  the 
triple  valve.  It  may  be  asked  at  this  point — why, 
if  graduating  port  z  is  fully  opened  to  port  h,  does  not 
the  brake  apply  full-on,  by  the  auxiliary-reservoir  air 
continuing  to  feed  to  the  brake  cylinder  until  their 
pressures  are  equal?  And  the  answer  to  this  question 
explains  the  "secret"  of  the  triple  valve — gives  the 
reason  for  its  automatic  graduation  of  braking  power: 
As  the  result  of  a  lo-pound  reduction  the  brake-pipe 
pressure  stands  at  60  pounds;  the  auxiliary-reservoir 
air  ("you  can1 1  have  your  penny  and  spend  it,  too"), 
in  supplying  the  brake  cylinder,  drops  in  pressure 
until  it  becomes  just  a  trifle  less  than  the  brake-pipe 
pressure,  and  when  that  occurs  the  superior  pressure 
acting  upon  the  triple-valve  piston  is  on  the  right— 
the  brake-pipe  side — of  it,  and  although  the  difference 
in  pressures  may  only  be  a  matter  of  ounces  there  is 
but  little  frictional  resistance  to  piston  26's  leftward 
movement  until  it  slides  the  short  distance  necessary 
to  bring  the  other  shoulder  of  the  piston's  stem  against 
slide  valve  31,  and  then  the  frictional  resistance  of  the 
slide  valve  is  encountered  and  the  triple  piston  is  again 
stopped;  the  slight,  leftward  movement  of  piston  26 
closed  the  graduating  valve,  28,  cutting  off  further 
supply  to  the  brake  cylinder  and  arresting  the  fall  of 
auxiliary-reservoir  pressure  when  it  has  become  just 
[38] 


The  E-T  Air-Brake  Pocket-Book 

enough  weaker  than  that  of  the  brake  pipe  to  permit 
of  the  back  lash  of  the  piston,  but  not  weak  enough  to 
permit  movement  of  the  slide  valve;  the  triple  valve 
has  then  assumed  the  position  of  service  lap,  as  shown 
in  Fig.  4  c. 

It  should  be  stated  that  the  graduating  spring  that 
offers  an  effective  resistance  to  the  movement  of  the 
triple-valve  piston  beyond  the  service-application  po- 
sition is  not  absolutely  necessary  in  order  that  the  piston 
shall  stop  at  that  point;  a  triple  valve  may  work  very 
well  without  the  graduating  spring;  it  may  be  removed, 
and  if  the  brake-pipe  pressure  is  not  reduced  more  rap- 
idly than  the  rate  provided  for  in  the  equalizing-dis- 
charge port  of  the  engineer's  brake-valve,  and  if  the 
triple  valve  is  not  sticking  and  sluggish  in  movement 
as  the  result  of  dirt  and  lack  of  lubrication,  the  service 
movement  will  be  accomplished  just  as  well  and  the 
triple-valve  piston  will  stop  in  exactly  the  same  position 
as  though  the  resistance  of  the  graduating  spring  had 
been  interposed;  the  reason  is  that  when  the  triple 
valve  has  reached  the  service-stop  position  the  auxiliary- 
reservoir  pressure  that  moved  it  thus  far  begins  to  re- 
duce through  the  graduating  port  to  the  brake  cylinder, 
and  this  fall  of  the  motive  force  will  be  as  rapid  as, 
or  more  so  than,  the  reduction  of  the  brake-pipe  pres- 
sure, with  the  result  that  the  air  pressures  on  both  sides 
of  the  triple-valve  piston  are  nearly  equalized,  and  the 

[39] 


Emergency  Application 

frictional  resistance  of  the  slide  valve  overcomes  any 
slight  balance  of  application  force,  and  the  whole  mech- 
anism is  halted  until  the  back  lash  to  service  lap  occurs. 
Fig.  4  D — EMERGENCY- APPLICATION  POSITION:  Port 
h  in  the  slide-valve  seat  is  of  greater  area  than  appears, 
as,  instead  of  being  a  circular  hole,  it  extends  trans- 
versely across  the  valve  seat  to  nearly  the  width  of  the 
slide  valve,  and  only  its  narrowest  diameter  appears; 
but  at  service  application  the  pressure  can  not  flow 
through  it  any  faster  than  the  smaller,  round,  gradu- 
ating port,  z,  can  supply,  which  is  a  rate  of  flow  desirable 
for  service  action  of  the  brake;  when  it  is  desired  to  stop 
quickly,  however,  the  full  capacity  of  the  large  port 
in  the  seat  is  demanded  to  supply  the  reservoir  air  to 
the  brake  cylinder  rapidly  enough — say  in  "spotting" 
the  engine  on  the  turntable,  at  a  water  column,  or  in 
case  of  emergency  on  the  road — and  when  such  an  oc- 
casion arises,  the  engineer's  brake- valve  being  thrown 
to  the  emergency-application  position,  the  sudden  and 
heavy  reduction  of  brake-pipe  pressure  induces  the 
movement  of  the  triple -valve  piston  to  the  right  in  the 
same  manner  as  explained  in  connection  with  Fig. 
4  B,  except  that  the  stroke  is  quicker,  and  instead  of  the 
piston  being  halted  by  the  graduating  spring  the  latter 
is  compressed  and  the  piston  completes  its  full  travel, 
assuming  the  emergency  application  position  as  repre- 
sented by  Fig.  4  D,  in  which  it  is  seen  that  the  slide 
.[40] 


The  E-T  Air-Brake  Pocket-Book 

valve,  31,  is  drawn  completely  off  of  port  h  in  the  seat, 
exposing  the  full  opening  of  the  latter  for  the  more  rapid 
passage  of  the  auxiliary-reservoir  pressure  to  the  brake 
cylinder. 

Referring  again  to  service  application:  In  order  to 
apply  the  brake  with  full-service  force  it  is  only  neces- 
sary to  reduce  the  brake-pipe  pressure  to  the  same 
figure  at  which  the  auxiliary  reservoir  and  brake 
cylinder  will  equalize;  with  an  initial  pressure  of  70 
pounds  in  the  former  they  will  not  always  equalize  at 
the  same  figure,  and  this  is  due  to  the  variation  in  vol- 
umes of  the  pressure  spaces  in  the  brake  cylinders  of  a 
train,  this  pressure  space  being  greater  or  less  as  the 
brake  piston  may  have  a  longer  or  shorter  travel;  the 
length  of  piston  travel  is  proportionate  to  the  amount 
of  slack  in  the  brake  rigging — the  longer .  the  piston 
travel  the  greater  the  space  that  must  be  filled  in  the 
cylinder;  and  with  increased  expansion  of  the  air 
there  is  decreased  pressure;  the  piston  should  never 
travel  much  more  than  one-half  of  its  full  stroke,  and 
if  properly  adjusted,  the  auxiliary  reservoir  and  brake 
cylinder  should  equalize  at  50  pounds  per  square  inch, 
and  to  secure  this  equalization  calls  for  a  2o-pound 
brake-pipe  reduction  (from  70  pounds  to  50  pounds) ; 
in  regular  train  service,  the  equalization  will  give  brake- 
cylinder  pressures  anywhere  between  45  and  55  pounds, 
due  to  minimum  and  maximum  piston  travels,  and 

[41] 


Automatic  Release 

the  intermediate;  and  as  the  piston  travel  on  all  cars 
in  the  train  is  not  known  to  the  engineer,  when  a  full- 
on  service  application  is  to  be  made  it  is  necessary  to  re- 
duce the  brake-pipe  pressure  25  pounds. 

OPERATION  OF  BRAKE  RELEASE:  As  the  reduction 
of  brake-pipe  pressure  influenced  the  triple  valves  to 
cause  an  application  of  the  brakes,  it  is  through  the 
medium  of  the  brake-pipe  air  that  the  engineer  releases 
them,  which  he  does  by  increasing  the  pressure;  but, 
whereas  an  automatic  application  of  all  brakes  may 
be  made  at  any  point  in  the  train  by  reducing  the  brake- 
pipe  pressure,  the  engineman,  only,  can  automatically 
release  them,  as  the  main  reservoir  carrying  the  high 
releasing-pressure  of  great  volume  is  located  on  the 
engine;  if,  however,  it  is  required  to  release  brakes  on 
cars  that  are  detached  from  the  engine,  or  in  case  of 
a  very  long  train  when  the  main  reservoir  may  not  be 
pumped-up  to  a  pressure  sufficiently  high  to  release 
all  brakes,  those  remaining  applied  are  said  to  be 
"stuck,"  and  can  be  released  by  the  trainmen  "bleed- 
ing" each  one  individually. 

To  automatically  release  the  brakes,  the  engineer's 
brake-valve  is  placed  in  the  release  position  which  per- 
mits the  high  pressure  of  the  main  reservoir  to  flow 
to  the  brake  pipe,  and  the  increased  pressure  entering 
the  triple-valve  chambers,  p,  p,  becomes  higher  than 
that  of  the  auxiliary  reservoir,  and  piston  26  will  be 
[42] 


The  E-T  Air-Brake  Pocket-Book 

moved  its  full  traverse  to  the  left,  to  the  Release  and 
Charging  Position  as  shown  in  Fig.  4  A,  in  which  feed- 
groove  u  is  open,  through  which  brake -pipe  air  begins 
recharging  the  auxiliary  reservoir;  cavity  k  in  the  face 
of  slide-valve  31  now  connects  port  h  with  the  ex- 
haust port  in  the  slide-valve  seat,  thus  opening  a  way 
for  the  brake-cylinder  pressure,  flowing  back  through 
the  tube  L,  to  escape  to  the  atmosphere,  after  which, 
the  large  releasing  spring  around  piston  rod  12  pushes 
brake  piston  10  to  its  release  position,  as  shown,  against 
the  pressure  head  of  the  cylinder. 

To  bleed  the  brakes,  the  trainman  opens  the  release 
valve  (not  shown)  on  the  auxiliary  reservoir,  thus 
reducing  its  pressure  until  it  is  less  than  that  of  the 
brake  pipe  when  the  triple  valve  will  be  moved  to 
release  position  in  the  same  manner  as  explained  in 
reference  to  automatic  release,  and  by  the  same  reason 
—i.e.,  the  brake-pipe  pressure  is  become  greater  than 
that  of  the  auxiliary  reservoir;  but,  to  effect  the  release 
in  this  way,  the  auxiliary  reservoir  of  every  applied 
brake  in  the  train  must  be  individually  "bled";  if 
no  pressure  remains  in  the  brake  pipe,  the  triple  valve 
will  be  moved  to  the  position  shown  in  Fig.  4  B  by  the 
force  of  the  graduating  spring  when  the  auxiliary 
pressure  has  been  largely  reduced  by  bleeding,  after 
which  the  brake-cylinder  pressure  will  flow  back  into 
the  auxiliary  reservoir  through  tube  L  and  ports  h 

[43] 


Release   by   "Bleeding" 

and  z,  and  to  the  atmosphere  through  the  release  valve; 
in  the  latter  case,  the  release  valve  must  be  kept  open 
until  all  of  the  pressure  in  the  auxiliary  reservoir  and 
brake  cylinder  has  been  discharged. 


[44] 


The  E-T  Air-Brake  Pocket-Book 


RUDIMENTS  OF  THE  DISTRIBUTING  VALVE. 

Owing  to  its  automatic  character,  the  unimproved 
air-brake  can  not  be  depended  upon  to  stay  applied 
for  any  considerable  length  of  time,  as  the  auxiliary 
reservoir — the  local  base  of  pressure  supply — is  cut 
off  from  recharge  by  the  act  of  applying  the  brake,  and 
the  inevitable  piston  packing-leather  leakage  may  be 
expected  to  waste  away  the  air  from  the  brake  cylinder 
and  auxiliary  reservoir;  but  the  locomotive — the  heavi- 
est unit  of  the  train,  and  equipped  with  a  brake  equal- 
ing in  calculated  power  the  brakes  of  several  modern 
freight  cars — carries  the  main-reservoir  pressure,  and 
in  the  E-T  type  of  locomotive-brake  equipment  a  way 
has  been  found  to  supply  pressure  to  the  engine  and 
tender-brake  cylinders  directly  from  the  main  reservoir 
and  yet  to  retain  the  automatic  action  and  brake- 
pressure-graduation  in  harmony  with  the  triple-valve- 
operated  cars  of  the  train. 

The  distributing  valve  is  the  central  figure  of  this 
new  equipment,  and  before  taking  up  the  description 
and  explanation  of  its  mechanism  in  technical  detail, 
a  diagrammatic  figure  will  be  used  to  exemplify  the  prin- 
ciple on  which  the  brake -cylinder  pressure  is  supplied 
and  the  automatic  graduation  of  same  is  performed. 

In  Fig.  5,  we  have  a  triple  valve  precisely  similar  to 

[45] 


Rudiments  of  Distributing  Valve 

the  one  described,  but  here  denominated  the  equalizing 
valve,  an  auxiliary  reservoir  changed  in  name  to  pres- 
sure chamber,  and  a  sealed  vessel  containing  the  same 
volume  as  would  be  in  the  pressure  end  of  the  brake 
cylinder  of  Fig.  4  A  with  the  brake  piston  moved  out 
to  its  normal  travel,  but  called  the  application  chamber; 
and  these,  with  the  addition  of  the  case  containing  the 
small  piston  and  valve  at  the  left  of  the  application 
chamber,  constitute  the  application  features  of  the  dis- 
tributing valve  in  an  ideal  form. 

The  same  explanation  as  given  of  Figs.  4  A,  4  B, 
4  c,  and  4  D  will  apply  to  the  action  of  the  equalizing 
valve  as  the  result  of  brake-pipe  pressure  reductions 
and  recharge;  full  main-reservoir  pressure  enters  and  is 
contained  in  chamber  a,  as  indicated,  and  serves  to 
hold  application  valve  5  seated;  from  chamber  b,  a 
pipe  leads  and  branches  to  all  brake  cylinders  of  the 
engine  and  tender;  therefore,  application  piston  10 
has  whatever  pressure  may  be  in  the  locomotive-brake 
cylinders  on  one  side  of  it,  and  the  pressure  of  the 
dummy -brake  cylinder,  or  application  chamber,  on  the 
other  side. 

If  a  brake-pipe  reduction  of  10  pounds  should  be 
made,  the  equalizing  valve  operating  as  a  triple  valve 
will  permit  air  to  flow  from  the  pressure  chamber  to 
the  application  chamber  until  the  pressure  of  the  for- 
mer has  been  also  reduced  to  a  fraction  less  than  that 
[46] 


0 


«°  Pzgi 


I 


O  <  O  truj 


Si 


li 

^s 

i! 


The  E-T  Air-Brake  Pocket-Book 

in  the  reduced  brake  pipe;  it  will  be  recalled  that  in 
response  to  a  zo-pound  brake-pipe  reduction  the  pres- 
sure built  up  in  the  brake  cylinder  should  be  about 
25  pounds,  if  the  piston  travel  is  correct;  but  in  this 
arrangement  there  is  no  variable-traveling  piston  that 
can  alter  the  result  of  the  pressure  expansion,  and 
following  a  lo-pound  reduction  the  application  chamber 
•will  have  25  pounds  pressure;  this  25  pounds  acting 
upon  application  piston  10,  in  application  cylinder  G, 
will  force  it  to  the  left,  unseating  valve  5  and  permit- 
ting main-reservoir  air  from  chamber  a  to  enter  cham- 
ber b  and  pass  from  there  to  the  brake  cylinders  of  the 
engine  and  tender;  and  when — regardless  of  what 
distance  the  pistons  may  travel  in  the  brake  cylinders 
— their  pressures  become  25  pounds,  or  a  very  little 
greater,  the  same  pressure  being  contained  in  chamber 
6,  there  is  an  equalization  of  pressure  on  piston  10, 
and  the  spring  reacting  upon  valve  5  closes  it  and  pres- 
sure supply  to  the  brake  cylinder  ceases — until  the 
pressure  of  chamber  b  and  the  brake  cylinders  begins 
to  reduce  through  leakage,  whereupon  the  greater 
pressure  in  application  cylinder  G  again  unseats  the  ap- 
plication valve,  5,  and  the  brake  cylinders  are  resupplied 
up  to  equalization,  when  the  valve  is  closed  as  before. 
This  automatic  pressure-maintenance  will  be  continuous 
as  long  as  the  charge  remains  in  the  application  chamber; 
but  when  an  increase  of  brake-pipe  pressure  moves 

[47] 


The   Application  Principle 

the  equalizing  valve  to  release  position,  the  air  in  the 
application  chamber  is  exhausted  to  the  atmosphere 
in  the  same  manner  as  was  explained  in  reference  to  the 
triple  valve;  or  its  discharge  may  be  effected  by  the 
independent  brake-valve  (through  a  pipe  connection 
not  shown  in  the  Fig.  5  diagram);  but  in  either  or  any 
case,  when  the  pressure  of  the  application  chamber  is 
reduced  wholly  or  in  part,  an  exhaust  valve  which  is  not 
shown  automatically  releases  the  pressure  from  the 
brake  cylinders  in  conformity  to  the  exhaust  of  the  ap- 
plication-chamber air — pound  for  pound;  such  addi- 
tional functions  of  the  distributing  valve  will  be  ex- 
plained in  detail  further  along,  as  at  this  time  it  is  only 
desired  to  illustrate  the  application  principle. 


[48] 


The  E-T  Air-Brake  Pocket-Book 


THE  NO.  6  E-T  DISTRIBUTING  VALVE. 

The  distributing  valve  as  a  whole,  consists  of  two 
sections  bolted  firmly  together  (see  Fig.  6),  one  of  which 
contains  the  operating  apparatus — valves,  pistons, 
etc. — and  may  be  subdivided  into  two  portions,  the 
lower,  or  "equalizing  portion,"  which  we  have  already 
compared  to  a  triple  valve,  and  the  upper,  or  "  applica- 
tion portion,"  that  directly  controls  the  flow  of  pressure 
from  main  reservoir  to  brake  cylinders,  and  from  brake 
cylinders  to  the  atmosphere  in  releasing  the  brake 
(see  Fig.  7);  the  other  section  is  called  the  "double- 
chamber  reservoir,"  and  it  is  also  divided,  as  the  name 
implies,  by  a  partition  or  bulkhead  which  is  part  of 
the  main-body  casting,  and  air-tight,  into  two  cham- 
bers which  are  called  the  "pressure  chamber,"  and 
the  "application  chamber"  (Fig.  6),  and  which  will 
be  understood  as  corresponding  to  an  auxiliary  reser- 
voir and  a  dummy  brake  cylinder,  respectively,  to  fur- 
nish the  pressure-volumes  for  the  correct  operation  of 
the  equalizing,  or  triple  valve,  portion  of  the  distribu- 
ting valve;  and  the  application  chamber  is  ordinarily 
in  connection  with  the  application  cylinder  (in  Fig.  7, 
the  space  closed  by  the  cylinder  head,  7),  in  which  its 
pressure  acts  upon  application  piston  10,  in  part  as 
described  in  connection  with  the  diagrammatic  Fig.  5. 

[49] 


No.  6  Distributing  Valve 

In  the  ideal  sketch  of  Fig.  5,  the  pressure  chamber 
and  application  chamber  were  shown  in  comparatively 
the  same  size  as  the  regular  auxiliary  reservoir  and  brake 
cylinder  of  the  automatic-brake  system,  and  it  was  ex- 
plained that  the  ratio  of  pressure  supply  to  the  appli- 
cation chamber  and  application  cylinder  conforms  to 
the  normal  pressures  obtained  in  brake  cylinders  of 
the  common  automatic  system;  as  long  as  the  sizes 
of  an  auxiliary  reservoir  and  brake  cylinder  are  pro- 
portionately the  same  their  actual  sizes  may  be  reduced 
or  increased  to  any  extent  without  changing  the  ratio 
of  equalization  of  pressure  between  them;  and  as  the 
sole  duty  of  their  E-T  counterparts  are  to  furnish  pres- 
sure to  the  comparatively  small  application  cylinder, 
the  reservoir  containing  the  pressure  chamber  and 
application  chamber  is  made  so  small  as  to  take  up 
but  little  room. 

Referring  to  Fig.  7 :  It  should  be  understood  at  first 
that  the  equalizing  portion  and  pressure  chamber  are 
used  in  automatic  applications  only,  service  reductions 
of  brake-pipe  pressure  causing  the  equalizing  valve  to 
connect  the  pressure  chamber  to  the  application  cham- 
ber and  application  cylinder,  allowing  air  to  flow  from 
the  former  to  the  latter  two — to  the  application  chamber, 
for  expansion  to  the  pressure  equivalent  to  that  which  is 
desired  in  the  brake  cylinders,  and  to  the  application 
cylinder  as  the  actuating  power  to  be  applied  to  the 
[50] 


The  E-T  Air-Brake  Pocket-Book 

application  side  of  piston  10  (upper  portion).  The 
upper  slide  valve,  5,  connected  to  the  spindle,  or  stem, 
of  piston  10,  holds  main-reservoir  pressure  above  it 
and  admits  a  graduated  amount  of  it  to  the  brake 
cylinders  when  the  locomotive  brake  is  applied — an 
amount  to  correspond  to  the  pressure  in  the  applica- 
tion cylinder — and  is  called  the  "application  valve," 
while  the  under  one,  16,  is  used  to  release  the  pres- 
sure from  the  brake  cylinders  and  is  named  the 
" exhaust  valve";  in  Fig.  7  the  space  between  piston 
10  and  the  head,  7,  is  the  application  cylinder,  and  the 
whole  space  to  the  right  of  piston  10  as  far  as  cap-nut 
22  is  in  permanent  connection  with  the  locomotive- 
brake  cylinders;  any  greater  pressure  in  the  application 
cylinder  than  may  be  in  the  brake  cylinders  will,  it 
can  be  plainly  seen,  force  the  application  piston,  10, 
to  the  right,  to  close  the  exhaust  valve  and  open  the 
application  valve,  admitting  main-reservoir  air  to  the 
brake  cylinders  until  their  pressure  equals  that  in  the 
application  cylinder;  also,  any  variation  of  application - 
cylinder  pressure  will  be  exactly  duplicated  in  the  loco- 
motive-brake cylinders,  and  the  resulting  pressure 
maintained  regardless  of  almost  any  brake-cylinder 
leakage. 

It  is  obvious  that  the  pressure  supply  to  the  brake 
cylinders  of  the  engine  and  tender  is  thus  practically 
unlimited,  but  the  limit  has  been  found  in  some  few 

[51! 


Details  of  Distributing  Valve 

cases  when  the  brake-cylinder  piston-packing-leathers 
have  been  partially  blown  out,  or  one  of  the  brake- 
cylinder  pressure-supply  pipes  has  become  broken 
off,  and  the  braking  pressure  has  escaped  faster  than 
it  could  be  resupplied  through  the  very  large  port  of  the 
application  valve,  or  faster  than  the  pump  could  com- 


APPLICATION  CHAMBER 
Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 

FIG.  6. — No.  6  Distributing  Valve  and  Double-chamber  Reservoir. 
CYLS — brake  cylinder  pipe;    BP— brake  pipe. 

press  it.  The  whole  operation  of  the  locomotive  brake, 
therefore,  consists  in  admitting  and  releasing  air  pres- 
sure into  or  out  of  the  application  cylinder;  in  independ- 
ent applications,  directly  through  the  independent 
brake-valve;  in  automatic  applications,  by  means  of  the 
equalizing  portion  and  the  air  stored  in  the  pressure 
chamber. 


The  E-T  Air-Brake  Pocket-Book 

The  well-known  principle  embodied  in  the  Westing- 
house  quick-action  triple  valve,  by  which  it  gives  a 
high  brake  power  in  emergency  applications,  and  a 
sufficiently  lower  one,  in  full-service  applications,  to 
provide  a  desired  protection  against  wheel  sliding,  is 
embodied  in  the  No.  6  distributing  valve,  but  without 
the  violent  shock  to  the  brake  rigging  from  cylinder  pis- 
ton to  brake  shoes  that  occurs  at  an  emergency  appli- 
cation of  the  quick-action  triple  valve,  and  the  venting 
of  brake-pipe  air  is  not  included  as  an  emergency 
feature  unless  specially  demanded  as  an  adjunct  to  the 
standard  equipment;  the  emergency  increase  of  appli- 
cation-cylinder pressure  is  accomplished  by  cutting  off 
the  application  chamber  from  it,  when  the  pressure  cham- 
ber will  equalize  with  the  quite  small,  application  cylin- 
der at  a  greatly  increased  pressure  that  will  be  followed 
by  a  correspondingly  high  brake-cylinder  pressure. 


[53] 


Names  of  Operating  Parts 


NAMES  OF  THE  OPERATING  PARTS, 
NO.    6    DISTRIBUTING    VALVE. 

All  of  the  operating  parts  are  plainly  shown  in 
Fig.  7 ;  and  the  faces  and  seats,  and  plan  views  of  the 
equalizing  slide  valve  and  its  graduating  valve,  are 
shown  in  Fig.  8.  In  connection  with  a  study  of 
Figs.  2  A,  2  B,  and  Fig.  6,  the  piping  connections  of 
Fig.  7  and  the  connecting  ports  between  the  reser- 
voir section  and  the  valve  section  will  be  readily 
understood.  The  SAFETY  VALVE  is  an  essential  part 
of  the  distributing  valve  that  will  be  described  in  detail 
further  along.  Referring  to  Figs.  6  and  7,  the  names 
of  parts  of  this  apparatus  are  as  follows: 


Cylinder-Cap  Gasket. 
Equalizing  Piston. 
Equalizing-Piston  Packing-Ring. 
Graduating  Valve. 
Graduating- Valve  Spring. 
Equalizing  Valve. 
Equalizing-Valve  Spring. 
Lower-Cap  Nut. 
Safety  Valve. 

Double-Chamber  Reservoir. 
Reservoir  Stud  and  Nut. 
Reservoir  Drain-Plug. 
Distributing-Valve  Drain-Cock. 
Application-  Valve-Cover  Gasket. 
Application-Piston  Cotter. 
Distributing- Valve  Gasket   (not 

shown). 
Oil  Plug. 

Safety-Valve  Air  Strainer. 
Equalizing-Piston       Graduating 

Sleeve  (numbered    60   on    all 

subsequent  plates). 
Equalizing-Piston     Graduating- 

Spring  Nut. 
Equalizing-Piston      Graduating 

Spring. 


2,  Body. 

25, 

3,  Application-Valve  Cover. 

26, 

4,  Cover  Screw. 

27, 

5,  Application  Valve. 
6,  Application-  Valve  Spring. 

28, 
29, 

7,  Application-Cylinder  Cover. 
8,  Cylinder-Cover  Bolt  and  Nut. 

32, 

9,  Cylinder-Cover  Gasket. 

33, 

10,  Application  Piston. 
1  1  ,  Piston  Follower. 

34, 
35, 

12,  Packing-Leather  Expander. 

36, 

13,  Packing  Leather. 
14,  Application-Piston  Nut. 

'11: 

1  5  ,  Application-Piston    Packing- 
Ring. 

39, 
40, 

1  6,  Exhaust  Valve. 

41, 

17,  Exhaust-  Valve  Spring. 

1  8,  Application-Valve  Pin. 

42, 

19,  Application-Piston    'Graduating 

43, 

Stem. 

44, 

20,  Application-Piston     Graduating 

Spring. 

21,  Graduating-Stem  Nut. 

45, 

22,  Upper-Cap  Nut. 

23,  Equalizing-Cylinder  Cap. 
24,  Cylinder-Cap  Bolt  and  Nut. 

46, 

[54] 


Interior  of  Distributing  Valve 

To  simplify  the  tracing  of  the  ports  and  connections, 
the  various  positions  of  this  valve  are  illustrated  in 
nine  diagrammatic  views;  that  is,  the  valve  is  distorted 


_m  CYLS. 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 


FIG.  7. — No.  6  Distributing  Valve.  Connections:  MR — main-reser- 
voir pipe;  IV — distributing- valve  release  pipe;  II — application- 
cylinder  pipe ;  CYLS — brake-cylinder  pipe ;  BP — brake  pipe. 

[55] 


FIG.  8. — Graduating 
Valve,  Equalizing 
Valve,  and  Equaliz- 
ing -  valve  seat  of 
No.  6  Distributing 
Valve. 


PLAN  OF 
GRADUATING  VALVE 


QQZ^ 

n 


FACE  OF  SLIDE  VALVE 


(    n 


PLAN  OF  SLIDE  VALVE 


"0 


0' 

-0    0- 


PLAN  OF  SLIDE  VALVE  SEAT 

Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 
[56] 


Equalizing  and  Application  Valves 

to  show  the  parts  differently  than  actually  constructed 
with  the  object  of  explaining  the  operation  clearly,  in- 
stead of  showing  exactly  how  they  are  designed.  The 
chambers  of  the  reservoir  are  for  convenience  indicated 
at  the  bottom  as  a  portion  of  the  valve  itself.  In  Fig. 
7,  equalizing  piston  26,  graduating  valve  28,  and  equal- 
izing slide  valve  31  are  shown  as  actually  constructed; 
but  as  there  are  ports  in  the  valve  that  can  not  be  in- 
dicated at  once  in  sectional  side  elevation  just  as  they 
exist  (see  Fig.  &—face  of  slide  valve,  and  plan  of  seat) , 
the  diagrammatic  illustrations  show  each  slide  valve 
considerably  elongated  so  as  to  make  all  the  ports  ap- 
pear in  one  plane,  with  similar  treatment  of  the  equal- 
izing-valve seat.  Fig.  8  shows  the  correct  location  of 
these  ports. 

Referring  to  Fig.  7,  the  port  through  application 
valve  5  is  of  greater  area  than  appears  in  sectional  side 
view,  as  it  extends  transversely  to  nearly  the  width  of 
the  valve,  and  in  full  application  position  is  in  register 
with  a  port  exactly  corresponding  in  plan  and  area 
in  the  seat;  from  the  center  of  the  latter  port  a  narrow, 
longitudinal  opening  is  cut  through  the  valve  seat, 
but  always  covered  by  the  valve,  for  the  traverse  of 
application-valve  pin  18. 

A  piping  diagram  accompanies  each  chart  in  the  fol- 
lowing series  that  represents  the  distributing  valve  in 
the  different  operating  positions,  showing  the  contained 

[57] 


The  E-T  Air-Brake  Pocket-Book 

pressures  as  they  are  affected,  primarily,  by  the  operation 
of  the  engineer's  brake-valves,  and  secondarily,  by  the 
action  of  the  distributing  valve;  the  only  omissions 
of  the  piping  diagram  being  where  it  would  merely 
be  a  repetition,  as  in  connection  with  the  charts  showing 
the  distributing  valve  when  it  has  automatically  returned 
to  lap  position  after  an  application,  etc.  A  COLOR 
KEY  is  supplied  for  reference  on  each  color-plate  page. 


[58] 


Running  Position,  Charted 

EXPLANATION     OF    THE     DIAGRAMMATIC 
CHARTS  OF  THE  NO.  6  E-T  EQUIPMENT. 

Running  Position. 

Figures  9  A  and  9  B  :  Fig.  9  A  shows  the  No.  6  E-T 
EQUIPMENT  as  a  whole,  with  the  automatic  and  inde- 
pendent brake-valves  in  running  positions,  and  pipes 
and  reservoirs  charged  with  pressures  as  indicated  by 
their  colors;  Fig.  9  B  is  a  diagrammatic  chart  of  the 
distributing  valve  with  the  operating  parts  in  release 
and  charging  position,  as  the  result  of  maintenance  of 
brake-pipe  pressure  and  the  absence  of  pressure  in  the 
application  cylinder. 

Referring  to  Fig.  9  A:  The  boiler-pressure  steam 
(dark  blue)  enters  the  steam  cylinder  of  the  air  pump, 
enforcing  action  of  the  steam  piston  and  the  connected 
air  piston  in  the  air  cylinder,  and  is  exhausted  through 
the  pipe  (light  blue),  that  leads  to  the  smoke  box,  or 
main  exhaust  passages  of  the  locomotive  cylinders. 
Atmospheric  air  (orange)  is  drawn  in  through  the 
strainer  to  the  air  cylinder,  in  which  it  is  condensed  to 
main-reservoir  pressure  (red),  and  passes  through  both 
main  reservoirs  directly  to  the  automatic  brake-valve, 
the  feed  valve,  the  reducing  valve,  the  high-pressure 
governor  top,  the  large  duplex  gauge  where  it  is  indi- 
cated by  the  red  hand,  the  by-pass  strainer-and-check- 

[59] 


The  E-T  Air-Brake  Pocket-Book 

valve,  and  the  distributing  valve,  and  indirectly, 
through  the  automatic  brake-valve  to  the  excess-pressure 
governor  top.  The  feed  valve  is  adjusted  to  supply 
70  pounds  of  pressure  in  all  branches  of  service  except 
the  High-Speed  Brake,  to  the  feed-valve  pipe  (brown), 
which  delivers  this  air  to  the  automatic  brake-valve, 
and  through  a  small  connecting  pipe  to  the  regulating- 
spring  case  of  the  excess-pressure  governor  top.  With 
the  automatic  brake-valve  in  running  position,  as 
shown,  or  in  holding  position,  the  feed-valve  pipe  air 
passes  through  the  rotary  valve  to  a  branch  of  the  brake 
pipe  (yellow),  at  the  same  pressure,  and  from  which 
there  are  two  connecting  pipes,  one  leading  to  the  small 
duplex  gauge  on  which  the  brake-pipe  pressure  is  regis- 
tered by  the  black  hand,  and  the  other  one  to  the  cut- 
out cock  in  the  by-pass  arrangement  used  in  charging 
the  air  equipment  of  a  "dead"  engine,  this  branch 
pipe  teeing  into  the  main  brake  pipe  that  leads  to  all 
triple  valves  of  the  train,  and  from  which  the  air  passes 
through  the  large  strainer-tee,  and  branch  pipe,  to  the 
distributing  valve.  The  reducing  valve  regulates  the 
air  supply  to  the  reducing-valve  pipe  (lavender),  at 
45-pounds  pressure  which  feeds  to  the  independent 
brake- valve,  and  has  a  branch  connecting  to  the  signal 
line  strainer-and-check;  beyond  this  fitting  the  same 
amount  of  pressure  ensues,  but  it  is  then  called  the 

signal-line  pressure  (purple).     The  same  pressure  that 
[60] 


3       Fig.  9B 


FIG.  9  B.— No.  6  Distributing  Valve  in  Released 
and  Charging  Position. 


*^£$K^ -HOSE  AND  COUPLINSS->^f 


FIG,  9  A,— Piping  D 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 


RED  HAND  MAIN  RESERVOIR       DUPLEX   GAUGE      RED  HAND  CYLINDEB 

JO   EQUALIZING  RESERVOIR xStv  x»,  BL4CK.HAND  BRAKE  PIPE 


Fig.  9  A 


BRAKE        III 

~  Ij   CYLINDER   ISI. • 

III] -|il|   HOSE  ANDCOUPUNS 


EQUALIZING 
RESERVOIR 


i,  No.  GET  Equipment.     Colors  showing  sequence  of  pressures,  with  the  automatic  and 
independent  brake-valves  in  running  position. 


Pressure  Conditions 

is  passing  to  the  brake  pipe — 70  pounds — is  also  sup- 
plied through  the  rotary  valve  of  the  automatic  brake- 
valve  to  the  pipe  leading  to  the  equalizing  reservoir 
(green),  and  its  branch  to  the  large  duplex  gauge, 
whereon  its  pressure  is  registered  by  the  black  hand 
(sometimes  called  "chamber  D  pressure,"  because  it 
is  contained  in  that  chamber  of  the  automatic  brake- 
valve)  . 

With  both  brake-valves  in  running  position,  all  the 
rest  of  the  pipes  of  the  equipment  are  open  to  the  at- 
mosphere, or  at  least  not  containing  pressure  any 
greater  than  atmospheric  (as  in  that  portion  of  the  "by- 
pass attachment"  where  it  is  separated  from  the  brake- 
pipe  pressure  by  the  closed  cut-out  cock,  and  the  check- 
valve  prevents  main-reservoir  air  from  entering),  and 
are  given  the  atmospheric  color  (orange). 

Fig.  9  B  represents  the  distributing  valve  as  near 
like  as  possible  to  the  sectional  view  in  Fig.  7,  and  such 
arbitrary  changes  in  the  location  of  parts  and  ports 
as  have  been  made  in  the  interest  of  a  clear  understand- 
ing have  been  explained;  piston  10  and  attachments 
represent  the  upper,  or  application,  portion;  piston 
26  the  lower,  or  equalizing,  portion — a  triple  valve,  in 
effect — while  the  pressure  chamber  and  application 
chamber  together  form  the  reservoir  section,  shown  as  a 
dark,  circular  background  in  Fig.  7.  Unreduced  main- 
reservoir  pressure  enters  at  MR  and  fills  chamber  a; 

[61] 


The  E-T  Air-Brake  Pocket-Book 

brake-pipe  pressure  is  represented  as  entering  through 
the  cylinder  cap,  23,  and  is  contained  in  chamber  p;  the 
pipe  connecting  at  CYLS  is  the  locomotive  brake- 
cylinder  pipe;  EX  is  the  brake-cylinder  exhaust  port; 
II  is  the  connection  of  the  application-cylinder  pipe, 
and  IV  that  of  the  distributing-valve  release  pipe. 

All  parts  are  in  the  release  and  charging  (or  charged) 
positions:  it  is  not  necessary  that  the  distributing 
valve  shall  be  in  a  charged  condition  for  the  parts  to 
be  in  this  position,  as  there  is  nothing  to  cause  them 
to  change  their  locations  if  the  air  pump  should  be  shut 
off  and  the  pressures  die  down;  release  position  of  the 
lower  portion  will  be  taken  as  the  result  of  brake-pipe 
recharge;  of  the  upper  portion,  when  the  automatic  and 
independent  brake-valves  are  both  in  running  position 
and  the  equalizing  portion  of  the  distributing  valve  in 
releasing  position,  or  with  the  independent  brake-valve 
in  release  position  under  any  circumstances. 

Brake-pipe  pressure  in  chamber  p,  having  forced 
equalizing  piston  26  to  the  extreme  left,  finds  a  passage 
past  the  piston  through  feed-groove  u  into  the  com- 
partment surrounding  the  slide  valves,  and  the  pressure 
chamber  (green);  and  the  piston  has  so  placed  the 
graduating  valve,  28,  that  the  ports  q,  r,  and  z,  and  cav- 
ity t  are  blanked  against  all  other  communication; 
through  the  ports  in  equalizing  slide  valve  31  and  the 
slide-valve  seat,  application  cylinder  g,  the  applica- 
[62] 


Pressure  Conditions 

tion  chamber,  and  the  safety  valve,  are  all  brought  into 
open  communication  with  each  other — as  plainly  shown 
by  the  arrangement,  and  sequence  of  color — and  also 
with  the  application-cylinder  pipe  which  is  blanked 
at  the  rotary  valves  of  the  automatic  and  independent 
brake-valves,  and  with  the  distributing-valve  release- 
pipe  which  being  routed  through  both  brake  valves 
finds  an  opening  to  the  atmosphere  at  the  large  exhaust 
port  of  the  automatic  brake- valve;  hence  it  is  that  the 
greater  space  of  the  distributing  valve  is  shown  in  the 
subject  plates  to  contain  only  atmospheric  pressure 
(orange) ,  for  with  application  cylinder  g  emptied  of  actua- 
ting pressure,  any  remaining  pressure  above  atmospheric 
in  chamber  b  would  place  application  piston  10  in  the 
release  position  as  shown,  in  which  the  brake-cylinder 
pressure  would  escape  past  the  end  of  the  exhaust 
valve  1 6  and  through  port /in  that  valve,  to  ports  e  and 
d  in  the  seat,  and  to  the  atmosphere  at  EX,  and  as 
chamber  b  is  always  in  direct  communication  with  the 
brake  cylinders  the  released  condition  is  complete:  ap- 
plication slide  valve  5  being  fixed  in  its  closed  position 
by  the  engagement  of  pin  18  which  is  fitted  neat  in  a 
socket  in  a  spindle  of  the  application  piston. 

The  edge  of  piston  26  is  made  practically  air-pressure- 
tight  by  a  metallic  packing  ring,  same  as  in  an  ordinary 
triple  valve;  and  the  application  piston,  10,  also  is 
fitted  with  a  similar  packing  ring,  but,  as  it  is  extremely 

[63] 


The  E-T  Air-Brake  Pocket-Book 

important  that  the  latter  piston  shall  be  as  nearly  leak- 
age-proof as  possible,  it  also  carries  a  packing  leather 
of  the  same  style  as  the  packing  of  the  brake-cylinder 
pistons,  with  the  usual  expanding  ring  within  it  for 
keeping  the  bearing  surfaces  of  the  leather  in  perma- 
nent contact  with  the  walls  of  the  application  cylinder. 

It  is  a  common  impression  that  the  drain-cock,  38, 
is  for  the  purpose  of  draining  off  the  moisture,  etc., 
from  the  equalizing  portion  of  the  distributing  valve, 
because  it  is  located  just  beneath  the  lower  portion, 
but  it  will  be  seen  that  it  is  to  drain  chamber  b  and  that 
portion  of  the  cylinder  containing  piston  10,  on  the 
right,  the  large  passage,  m,  trapping  the  moisture  that 
is  brought  in  with  the  main-reservoir  air  before  it  can 
pass  on  to  the  locomotive-brake  cylinders,  and  per- 
mitting its  removal  through  the  drain -cock;  if  for  any 
reason  it  should  ever  become  necessary  to  bleed  the 
locomotive-brake  cylinders,  it  is  apparent  that  this 
can  be  done  by  opening  drain-cock  38;  and  if  it  should 
be  left  open  through  accident,  under  ordinary  circum- 
stances, it  would  have  the  effect  of  a  bad  leak  of  brake- 
cylinder  pressure  that  would  keep  application  valve 
5  partly  open  all  the  time  during  a  brake  application,  and 
represent  an  undesirable  waste  of  main-reservoir  air. 

It  is  hardly  necessary  to  explain  that  the  top  side-  of 
the  large  equalizing  slide  valve,  31,  is  faced  off  to  form 
the  seat  for  the  small  graduating- valve,  28;  and  that 
[64] 


Details  of  Equalizing  Portion 

the  latter  valve  is  so  closely  connected  to  the  equalizing 
piston  as  to  be,  in  movement,  a  part  of  it,  while  there 
is  enough  slack  between  the  ends  of  the  equalizing 
valve  and  the  shoulders  of  the  piston  spindle  to  permit 
of  a  short  independence  of  movement  of  the  piston,  this 
being  identically  the  same  as  in  the  instruction  design 
of  a  triple  valve,  Figs.  4  A  to  4  D,  inclusive. 

The  spindle  of  application  piston  10  has  a  tubular 
end  containing  the  application  piston  graduating-stem, 
19,  confined  between  the  graduating-stem  nut  and  the 
graduating  spring,  and  the  duty  of  these  parts  is  to  assist 
the  application  mechanism  in  taking  the  lap  position 
as  the  termination  of  an  application  movement. 

Feed-groove  u  is  of  a  size  that  permits  the  pressure 
chamber  to  be  charged  from  the  brake  pipe  in  about 
the  same  time  that  is  required  for  the  auxiliary  reser- 
voirs of  the  cars  to  charge — approximately  one  pound 
of  pressure-chamber  increase  per  second. 

It  will  be  considered,  in  connection  with  the  following 
charts  of  the  distributing  valve  and  piping  diagrams, 
that  the  feed  valve  is  adjusted  to  supply  70  pounds 
pressure  to  the  brake  pipe;  that  the  excess-pressure 
governor  top  regulates  the  pump  at  90  pounds  in  the 
main  reservoir  while  the  automatic  brake-valve  is  in 
release,  running,  or  holding,  positions ;  that  the  high- 
pressure  governor  top  has  control  of  the  pump  when 
the  brake-valve  is  in  positions  other  than  stated,  and 

[65] 


The  E-T  Air-Brake  Pocket-Book 

will  permit  of  no  pounds  as  the  maximum  main-reser- 
voir pressure. 

Automatic  Service-Application  Position. 

Figs.  10  A  and  10  B  represent  a  service  application 
by  the  automatic  brake-valve — say  a  lo-pound  brake- 
pipe  reduction  (refer  to  Fig.  10  A)  ;  this  is  primarily 
made  by  a  lo-pound  reduction  of  the  equalizing- 
reservoir  pressure  which  is  indicated  by  the  black  hand 
of  the  large  duplex  gauge,  and  this  automatically  causes 
an  equal  reduction  of  brake-pipe  pressure  through  the 
equalizing-discharge  valve  of  the  brake-valve,  the  latter 
pressure  being  indicated  by  the  black  hand  of  the  small 
duplex  gauge. 

The  broken  colors  on  the  piping  diagram  indicate 
these  reduced  pressure  conditions,  and  also  applies  to 
pressures  below  the  normal;  the  small  pipe  that  carries 
full  main-reservoir  pressure  to  the  excess-pressure 
governor  top  when  the  automatic  brake-valve  is  in 
running  position  is  cut  out  from  that  supply  when  the 
brake-valve  is  moved  toward  the  application  position 
— as  now — and  its  pressure  is  minus;  the  low-pressure 
governor  top  is  thus  temporarily  inactive,  and  the  pump 
starts  up  to  add  to  the  go-pounds  excess  pressure  in  the 
main  reservoir  until  it  reaches  no  pounds  when  the 
action  of  the  high-pressure  governor  top  will  stop  it  at 

that  figure. 
[66] 


Fig.  10 B 


iUM"      \^ 

C  AND  COUPLINGS— >OT**» 
VT& 


MAIN  ATMOSPHERIC       BRAKE  BRAKE  PIPE    APPLICATION     PRESSURE  APPLICATION 

RESERVOIR  CYLINDER         PRESSURE        CYLINDER          CHAMBER  CYLINDER 

PRESSURE  PRESSURE  PRESSURE  AIR  PRESSURE 


rMOSPHERIC  SIC 


FIG.  10  B. — No.  6  Distributing  Valve  in  Automatic 
Service- Application  Position. 


FIG.  10  A. — Piping  D 
vah 


Copyright,  1«0».  by  The  Norman  W.  Henley  Puo.»... 


)  HAND  MAIN  RESERVOIR      DUPLEX   GAUGE      nED  HAND  CYLINDER 
1UAUZ.NS  RESERVOIR^  ,*=ki>LACK.HANO  BRAKE  PIPE 


Fig.  10 A 


in   CYLINDER    !L •  / 

--ilj |    HOSEAN?COUPUH* 


BRAKE 
CYLINDER 


PIPE  EQUALIZING  RESERVOIR 

RESERVOIR 

<EN  COLORS  INDICATE  REDUCED,  OR  LOWER  THAN  NORMAL,   PRESSURES. 

im  of  No.  6  E  T  Equipment.     Colors  showing  sequence  of  pressures,  with  the  automatic  brake- 
service-application  position;  independent  brake- valve  in  running  position. 


Automatic   Service  Application 

This  reduction  of  brake-pipe  pressure  induces  an 
actuating  pressure  of  about  25  pounds  in  the  applica- 
tion cylinder,  which  flows  into  the  application-cylinder 
pipe  and  to  both  brake-valves,  where  the  outlets  are 
blanked;  the  distributing- valve  release  pipe  is  no 
longer  in  connection  with  the  atmosphere,  its  outlet 
at  the  automatic  brake-valve  having  been  closed  by 
the  application  movement  of  the  rotary  valve,  and  it 
is  also  blanked  against  pressure  at  the  distributing 
valve,  and  so  retains  the  atmospheric  reference  color 
of  orange. 

The  distributing  valve  now  causes  main-reservoir 
air  to  flow  to  the  several  brake  cylinders  of  the  locomo- 
tive until  their  pressure  equals  that  of  the  application 
cylinder,  the  brake-cylinder  pressure  registering  by 
the  red  hand  of  the  small  duplex  gauge. 

Having  learned  the  general  pressure  movements  that 
induce  action  of  the  distributing  valve  we  will  now 
refer  specifically  to  that  unit  of  the  E-T  equipment  which 
automatically  graduates  and  maintains  the  locomotive 
braking  pressure  with  such  wonderful  nicety — the  Dis- 
tributing Valve,  Fig.  10  B  :  The  lo-pound  reduction 
of  brake-pipe  pressure  in  chamber  p  has  permitted 
the  70  pounds  in  the  pressure  chamber  to  move  equal- 
izing piston  26  to  the  right  until  its  button  head  strikes 
the  graduating  sleeve,  60,  in  which  position  it  stops,  as 
shown,  without  completing  its  maximum  travel  for 

[67] 


The  E-T  Air-Brake  Pocket-Book 

two  reasons:  first,  the  resistance  of  the  graduating 
spring  against  the  graduating  sleeve;  second,  in  that 
position  the  pressure  on  the  left  of  piston  26  begins  to 
reduce  about  as  rapidly  as  the  brake-pipe  pressure  is 
being  discharged,  for  the  movement  of  the  piston  has 
pulled  graduating  valve  28  to  open  port  z  in  the  big 
slide  valve,  31,  and  the  latter — the  equalizing  valve 
— has  been  drawn  by  a  shoulder  of  the  piston  spindle 
to  a  position  in  which  port  z  is  in  register  with  port  h 
in  the  seat  through  which  pressure -chamber  air  flows 
to  application  cylinder  g  and,  in  connection  with  cavity 
n  in  the  face  of  the  equalizing  valve  and  port  w  in  its 
seat,  to  the  application  chamber  whose  only  purpose  is 
to  supply  the  space  necessary  for  the  proper  expansion 
of  this  actuating  and  regulating  pressure. 

Proportionate  to  the  amount  of  brake-pipe  reduction 
we  have  25  pounds  pressure  in  cylinder  g,  and  this  has 
forced  application  piston  10  the  full  length  of  its  right- 
hand  stroke,  compressing  the  spring  in  its  tubular  end 
when  stem  19  strikes  the  cap  nut,  and  by  means  of  the 
engagement  of  pin  18  with  the  application  valve,  5, 
moving  that  valve  to  the  right  until  the  large  port 
through  it  is  in  even  register  with  the  port  in  the  seat; 
a  shoulder  of  piston  10  has  engaged  with  the  exhaust 
valve,  1 6,  sliding  it  to  the  right  and  closing  exhaust 
ports  e  and  d  in  its  seat;  main-reservoir  air  now  flows 
from  chamber  a  through  the  port  in  valve  5  to  chamber 
[68] 


Fig.  11 


RESERVIOR 
PRESSURE 


FIG.  11. —  No.  6  Distributing  Valve  in  Automatic 
Service  Lap  Position. 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 


Automatic  Service  Lap 

b,  and  thence  through  port  c  and  the  pipe  connecting 
at  CYLS  to  the  brake  cylinders. 

In  this  position  the  application-cylinder  air  has  its 
fullest  connection  with  the  safety  valve  (so  arranged 
specially  for  High-Speed  Brake  service),  cavity  /  in  the 
graduating  valve,  connecting  ports  r  and  s  in  the  equal- 
izing valve,  through  which  the  pressure  from  port  h 
flows  to  passage  /  and  the  safety  valve,  as  shown. 

The  sequence  of  pressures  in  the  pipes  connecting 
with  the  distributing  valve  at  II  and  IV  has  been  ex- 
plained in  Fig.  10  A,  and  the  blanking  of  the  distrib- 
uting-valve connection  of  the  latter  port  is  here  seen 
in  port  i  and  the  dead  cavity  k  in  the  equalizing  valve. 

Automatic  Service-Lap  Position. 

As  the  sequence  of  an  automatic-service  application 
the  parts  within  the  distributing  valve  assume  the  posi- 
tion of  service  lap,  as  represented  in  Fig.  n;  this 
phase  involves  no  change  in  the  pressures  as  indicated 
in  the  piping  diagram  that  precedes  this  chart,  and  it 
will  only  be  necessary  to  refer  to  certain  changes  incident 
to  the  distributing  valve  itself. 

It  was  assumed  that  the  brake-pipe  pressure  had  been 
reduced  from  70  to  60  pounds;  and  when  the  pressure 
on  the  left  of  equalizing  piston  26  had  become  a  trifle 
less  than  the  latter  figure,  from  loss  of  air  to  the  appli- 
cation chamber  and  application  cylinder,  the  pressure 

[69] 


The  E-T  Air-Brake  Pocket-Book 

in  chamber  p  being  somewhat  the  stronger  pushed  pis- 
ton 26  to  the  left  until  the  right-hand  shoulder  of  its 
stem  striking  equalizing  valve  31  the  piston  was  stopped 
in  the  position  shown;  equalizing  valve  31  was  not 
moved,  and  the  short,  back  lash  of  the  piston  effected 
nothing  directly  except  to  move  graduating  valve  28 
"on  lap,"  the  latter  valve  closing  port  z  to  cut  off 
further  increase  of  application-cylinder  pressure,  and 
closing  communication  between  the  application  cylin- 
der and  the  safety  valve  by  cutting  off  port  r  from  port 
s  in  the  equalizing  valve.  (It  is  unnecessary  for  the 
safety  valve  to  be  cut  in  to  the  application-cylinder 
pressure  when  there  is  no  chance  for  that  pressure  to 
increase,  as  in  the  lap  position;  and  if  the  safety  valve 
were  not  cut  out  at  this  time,  an  obstruction  between 
the  valve  and  valve-seat  would  result  in  complete  loss 
of  the  application-cylinder  pressure  and  consequent 
release  of  the  locomotive  brakes.) 

Referring  to  the  upper  portion  of  the  figure:  In  the 
preceding  chart  the  pressures  were  increasing  on  both 
sides  of  the  application  piston,  10,  and  25  pounds  had 
accumulated  in  application  cylinder  g  when  its  further 
increase  was  stopped  by  the  closing  of  the  graduating 
valve  (lower  portion) ;  when  that  occurred,  main-reser- 
voir air  from  chamber  a  continued  to  flow  to  chamber 
b  and  the  locomotive  brake  cylinders  until  the  pressure  in 
the  latter  was  probably  a  little  greater  than  that  in  cylin- 
[70] 


Details  of  Application  Portion 

der  g,  when  the  reaction  of  the  coil  spring  in  the  end  of 
the  spindle  of  piston  10  moved  the  piston  and  applica- 
tion valve  5  to  the  left,  cutting  off  the  communication 
between  chambers  a  and  b,  as  shown,  and  which  tem- 
porarily closes  off  pressure  supply  to  the  brake  cylinders. 
The  leftward  movement  of  piston  10  ceased  just  as 
the  application  valve  came  to  its  lapped  position,  partly 
because  the  frictional  resistance  of  exhaust  valve  16 
under  the  air  pressure  of  chamber  b  was  met  with,  and 
at  that  point  the  extending  force  of  the  coil  spring  was 
checked  by  the  shoulder  of  graduating  stem  19  striking 
the  graduating- stem  nut. 

I  said  that  the  supply  of  air  to  the  brake  cylinders 
was  temporarily  closed  off,  because  any  subsequent 
leakage  of  the  locomotive  brake-cylinder  pressure  will 
permit  the  application  piston  to  move  again  to  the  right 
to  application  position,  and  the  brake  cylinders  to  be 
resupplied  at  the  original  pressure;  or,  if  any  further 
reduction  of  brake-pipe  pressure  shall  be  made,  both 
the  upper  and  lower  portions  of  the  distributing  valve 
will  assume  the  positions  shown  in  the  service- appli- 
cation chart,  following  with  the  service-lap  position 
in  which  the  only  difference  from  the  subject  chart  will 
be  suggestive — lower  brake-pipe  and  pressure-chamber 
pressures,  and  higher  application-cylinder  and  brake- 
cylinder  pressures. 

When  the  brake-pipe  pressure  has  been  reduced 

[71] 


The  E-T  Air-Brake  Pocket-Book 

by  20  pounds,  the  contents  of  the  pressure  chamber  will 
equalize  fully  with  the  application-chamber  and  appli- 
cation-cylinder at  a  pressure  of  50  pounds;  any  further 
reduction  will  be  of  no  effect  on  the  locomotive  brakes, 
although  a  25-pound  reduction  is  necessary  to  insure 
the  full-on  application  of  all  car  brakes;  further  than 
that,  any  reduction  of  the  brake-pipe  pressure  is  a 
waste  of  air,  -and  in  such  cases  the  lower  portion  of 
the  distributing  valve  will  take  the  same  position  as 
will  be  shown  in  Fig.  12  B,  emergency  position,  next 
to  follow. 

Emergency-Application  Position. 

Figs.  12  A  and  12  B  represent  an  emergency  appli- 
cation as  the  result  of  placing  the  automatic  brake- 
valve  in  emergency  position,  although  the  distributing 
valve  would  assume  identically  the  same  position  from 
a  service  brake-pipe  reduction  of  25  pounds,  or  more 
— with  the  exception  that  in  the  latter  case  the  safety 
valve  would  probably  not  be  unseated. 

Referring  first  to  the  piping  diagram,  Fig.  12  A,  the 
movement  of  the  automatic  brake-valve  to  emergency 
position  has  effected  a  quick  and  heavy  reduction  of  the 
brake-pipe  pressure,  as  indicated  by  the  broken  color 
lines,  and  the  effect  on  the  distributing  valve  is  to  cause 
it  to  supply  main-reservoir  air  to  the  locomotive-brake 
cylinders;  the  supply  of  main-reservoir  pressure  to 
[72] 


Fig.  12  B 


MAIN          ATMOSPHERIC       BRAKE  PRESSURE     APPLICATION         BRAKE 

RESERVIOR  P.PE  CHAMBER          CYlJNDER         CYLINDER 

PRESSURE  AIR  PRESSURE       PRESSURE 


FIG.  12  B.— No.  6  Distributing  Valve  in  Emergency 
Position. 


FIG.  12  A. — Piping 
valve  in  emergei 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 


ED  HAND  MAIN  RESERVOIR      DUPLEX   GAUGE      RED  HAND  CYLINDER 

3   EQUALIZES  RESERVOIR,^.  ^k  BLACK.HANO  BRAKE  PIP.6 


Fig.  12  A 


pam  of  No.  GET  Equipment.    Colors  showing  sequence  of  pressures,  with  automatic  brake 
ipplication  position,  and  independent  brake- valve  in  running  position. 


Emergency  Application 

the  excess-pressure  governor  top  has  been  cut  out  by 
the  turning  movement  of  the  rotary  valve  of  the  auto- 
matic brake-valve,  and  the  pressure  remaining  in  the 
pipe  leading  from  brake-valve  to  governor  is  slowly 
reducing,  also  apparent  from  its  broken  color  line, 
thus  cutting  out  the  low-pressure  governing  effect,  and 
the  pump  is  now  under  control  of  the  high-pressure 
governor  top,  only;  the  equalizing-reservoir  air  has 
no  part  to  play  in  an  emergency  application,  but  its 
pressure  is  being  slowly  discharged,  as  indicated, 
through  the  automatic  brake-valve;  the  distributing- 
valve  release  pipe  is  blanked  at  each  terminal — the 
automatic  brake-valve,  and  the  distributing  valve — and 
still  retains  atmospheric  pressure;  while  the  applica- 
tion-cylinder pipe  is  engaged  in  supplying  main-reser- 
voir air,  as  the  maintaining  pressure,  from  the  automatic 
brake-valve  to  the  application  cylinder  of  the  distribu- 
ting valve. 

Turning  our  attention  now  to  the  distributing  valve, 
individually,  the  lower  portion  particularly  (Fig.  12  B), 
equalizing  piston  26  has  been  impelled  to  the  right  by  the 
reduction  of  brake-pipe  pressure  somewhat  the  same  as 
explained  in  connection  with  Fig.  10  B,  except  that  in 
this  case  the  heavier  and  sudden  reduction  permitted 
a  stroke  so  rapid  that  the  graduating  spring  was  com- 
pressed and  the  piston  completed  its  traverset  seating 
against  the  cylinder-cap  gasket;  the  pressure-chamber 

[73] 


The  E-T  Air-Brake  Pocket-Book 

air  is  flowing  to  the  application  cylinder,  but  into  port 
h  past  the  end  of  the  equalizing  slide  valve  instead  of 
through  its  graduating  port,  2,  the  lower  end  of  which 
is  blanked  on  the  equalizing- valve  seat;  it  will  be  noticed 
that  piston  26  has  carried  equalizing  valve  31  to  a  posi- 
tion in  which  it  has  cut  out  the  application  chamber 
from  its  association  with  the  application  cylinder,  and 
this  so  reduces  the  space  in  connection  with  the  latter 
that  the  pressure-chamber  air  equalizes  with  the  appli- 
cation cylinder  at  65  pounds — instead  of  the  50  pounds 
obtainable  at  full-service  applications. 

Through  ports  q  and  r  in  the  equalizing  valve,  the 
application-cylinder  pressure  in  port  h  is  permitted  to 
flow  to  port-  and  passage-/  and  the  safety  valve;  but  the 
safety  valve  is  adjusted  at  68  pounds,  and  it  would  not 
unseat  if  this  emergency  application  had  been  initiated 
by  a  break- apart  of  the  air  hose,  or  by  the  brake- valve 
on  another  engine,  or  in  any  manner  whatever  except 
by  emergency  position  of  the  automatic  brake-valve 
on  the  same  engine;  in  the  latter  and  present  case,  main- 
reservoir  pressure  is  admitted  to  the  application  cylin- 
der, as  previously  explained,  to  increase  the  pressuretin 
the  latter  to  a  regulated  extent,  and  as  positive  insurance 
against  loss  of  application -cylinder  pressure  through 
leakage;  in  the  present  case  it  raises  the  latter  pressure 
to  68  pounds,  and  the  capacity  of  the  safety  valve  is 
sufficient  to  prevent  it  raising  any  higher. 
[74] 


Safety  Valve.    High-Speed  Service 

Except  in  making  a  quicker  stroke,  the  action  of  the 
application  portion  of  the  distributing  valve  at  emer- 
gency is  precisely  the  same  as  at  any  service  application, 
which  was  fully  described  in  reference  to  Fig.  IOB; 
the  pressure  obtained  in  chamber  b  and  the  locomotive 
brake  cylinders  will  be  higher  at  emergency  applica- 
tions, of  course,  corresponding  as  usual  to  the  pressure 
in  the  application  cylinder. 

In  High-Speed  Brake  service,  where  the  brake-pipe 
pressure  is  regularly  carried  at  no  pounds,  and  the 
main-reservoir  pressure  is  130  pounds  or  more,  an 
emergency  application  raises  the  application-cylinder 
pressure  to  93  pounds  which  the  safety  valve  at  once 
begins  to  blow  down;  but  the  passage  between  cavity 
q  and  port  r  in  the  equalizing  valve  is  so  small  that  the 
ebb  of  application-cylinder  pressure  is  just  enough 
faster  than  the  supply  through  the  brake-valve,  that 
the  safety  valve  will  decrease  it  in  practically  the  same 
time  and  manner  as  is  done  by  the  high-speed  reducing 
valve,  until  it  is  down  to  about  75  pounds;  the  reason 
why  it  does  not  blow  down  to  68  pounds — the  pressure 
at  which  the  safety  valve  is  set — is  because  the  inflow 
of  air  through  the  brake  valve  at  the  high  main-reservoir 
pressure  carried  in  high-speed  service  is  equal,  at  75 
pounds,  to  the  outflow  through  the  small  opening  to 
the  safety  valve.  The  higher  brake-cylinder  pressure 
at  emergency  application  in  High-Speed  service,  ob- 

[75] 


The  E-T  Air-Brake  Pocket-Book 

tainable  with  the  No.  6  than  with  the  No.  5  E-T  equip- 
ments, makes  it  particularly  applicable  to  passenger 
engines  that  operate  the  Type  L,  high-speed,  passenger 
triple  valves  on  the  cars. 

It  is  practically  impossible  for  the  E-T  brake  to  leak 
off  if  there  is  no  leakage  of  application-cylinder  pressure; 
the  zone  of  such  possible  leakage  includes  the  applica- 
tion-cylinder head,  application-cylinder  pipe,  distrib- 
uting-valve gasket,  and  remotely,  the  rotary  valves  of 
the  automatic  and  independent  brake-valves,  and  under 
certain  conditions  the  distributing- valve  release  pipe; 
also  the  application  piston,  10,  leakage  past  its  packing 
forming  one  of  the  worst  troubles  incidental  to  the 
E-T  equipment,  being  concealed;  when  an  emergency 
application  is  made  by  the  local  automatic  brake- 
valve,  however,  the  bad  effects  of  leakage  at  this  point 
are  usually  overcome  by  the  maintaining  pressure 
from  the  main  reservoir  via  the  automatic  brake-valve. 

Emergency  -Lap  Position. 

In  this  reacting  position  there  is  no  lap  of  the 
lower  portion  of  the  distributing  valve,  as  the  brake- 
pipe  pressure  is  almost,  or  wholly,  discharged;  all  mov- 
able parts  remain  as  in  Fig.  1 2  B,  until  the  brake-cylinder 
pressure  slightly  exceeds  the  application-cylinder  pres- 
sure, when  the  application  piston  and  application  valve 
[76] 


Fig.  13 


1AKE 
INDER 


FIG.  13. — No.  6  Distributing  Valve  in  Emergency  Lap 
Position. 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 


Emergency  Lap.     Automatic  Release 

move  back  to  the  position  known  as  emergency  lap, 
as  shown  in  Fig.  13;  there  is  no  change  in  pressures 
from  the  conditions  indicated  in  Fig.  12  A,  and  that 
piping  diagram  applies  as  well  in  connection  with  this 
chart. 

Automatic  Release. 

When  the  automatic  brake-valve  is  placed  in  release 
position  following  a  brake-pipe  reduction  by  any  manner 
of  application,  the  recharge  of  the  brake  pipe  will  re- 
lease all  car  brakes  in  the  train,  except  those  that  may 
be  held  on  by  the  cutting -in  of  their  retaining  valves, 
and  the  equalizing  portion  of  the  distributing  valve 
on  the  locomotive  will  be  moved  to  release  position, 
without,  however,  releasing  the  locomotive  brake,  the 
application  portion  of  the  distributing  valve  remaining 
in  the  lapped  position;  see  Fig.  14  B. 

The  benefit  secured  by  this  means  is  the  ability  of 
the  engineer  to  release  the  brakes  on  the  cars  of  a  long 
freight  train  when  the  speed  has  been  sufficiently 
reduced,  yet  to  hold  the  locomotive  brake  applied  so  as 
to  prevent  the  violent  surging  ahead  of  the  forward 
portion  of  the  train  as  the  head  brakes  first  release, 
and  thus  prevent  the  otherwise  certain  parting  of  the 
train. 

Concerning  the  general  pressure  conditions  incidental 
to  this  operation  as  indicated  in  the  piping  diagram, 

[77] 


The  E-T  Air-Brake  Pocket-Book 

Fig.  14  A,  the  automatic  brake-valve  having  been  placed 
in  release  position  main-reservoir  pressure  finds  the 
"open  door"  through  that 'valve  to  the  brake  pipe, 
quickly  increasing  the  pressure  in  the  latter,  and  re- 
supplying  the  pipe  to  the  diaphragm-valve  section  of 
the  excess-pressure  top  of  the  pump  governor.  The 
increase  of  brake-pipe  pressure  will  be  registered  by 
the  black  hand  of  the  small  duplex  gauge,  and  flow 
to  the  triple  valves  throughout  the  train,  releasing  all 
car  brakes,  but  to  the  distributing  valve  on  the  loco- 
motive without  releasing  effect.  Main-reservoir  pres- 
sure is  now  flowing  to  the  equalizing  reservoir,  and 
the  register  of  the  pressure  in  the  latter  by  the  black 
hand  of  the  large  duplex  gauge  can  not  be  taken  as  a 
proper  indication  of  brake-pipe  pressure  under  present 
conditions  (although  before  the  advent  of  the  No.  6 
E-T  brake  this  gauge  hand  was  the  only  means  of  show- 
ing brake-pipe  pressure).  The  feed- valve  pipe  now 
has  no  outlet,  and  contains  its  maximum  charge  of 
yo-pounds  pressure.  The  application-cylinder  pipe 
and  distributing-valve  release  pipe  are  now  in  communi- 
cation with  each  other,  filled  with  the  pressure  of  the 
application  cylinder,  and  retained  by  reason  of  the  out- 
let of  the  release  pipe  being  blanked  at  the  rotary  of  the 
automatic  brake-valve;  the  result  naturally  being  that 
the  locomotive  brake-cylinder  pressure,  of  equal  amount, 
is  also  retained  as  indicated  in  the  coloring. 
[78] 


Fig.  14  B 


MAIN  ATMOSPHERI 

RESERVOIR 
PRESSURE 


E  ATMOSPHERIC 


FIG.  14  B. — No.  6  Distributing  Valve.     Recharging 
position,  with  locomotive  brake  retained. 


FIG.  14  A. — Piping  Dia 
Automj 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 


HAND  MAIN  HESERVOIR      DUPLEX   GAUGE      BEO  HAND  CYLINDER 

EauMtzuirHKnmr^fe  A1BLA"-HANO  BBAKE " 


Fig.    14  A 


BRAKE  VALVE  BRAKE  PIPE 

EQUALIZING 
RESERVOIR 


MAIN  BRAKE 

RESERVOIR  CYLINDE 


i  No.  6  E  T  Equipment.     Colors  showing  sequence  of  pressures  at  automatic-brake  release, 
jrake- valve  in  release  position,  independent  brake-valve  in  running  position. 


Holding  Effect  of  Locomotive  Brake 

In  the  DISTRIBUTING  VALVE,  FIG.  14  B,  the  increase 
of  brake-pipe  pressure  in  chamber  p  has  forced  the 
equalizing  portion  to  release  position,  but  as  there  can 
be  no  automatic  release  until  the  distributing-valve 
release  pipe  from  IV  shall  be  re-opened  to  the  atmos- 
phere by  the  automatic  brake-valve  being  returned  to 
running  position,  the  only  effect  is  to  re-connect  the 
application  chamber  with  the  application  cylinder,  and 
their  combined  volume  with  the  distributing-valve 
release  pipe.  With  no  release  of  application-cylinder 
air,  piston  10  and  application  valve  5,  and  exhaust 
valve  1 6,  remain  in  the  lapped  condition  as  shown; 
there  is  no  maintaining  pressure  being  now  supplied 
to  the  application  cylinder,  and  the  safety  valve  is  seated. 

If  the  release  position  of  the  automatic  brake-valve 
had  followed  a  service  application,  there  would  be  no 
change  made  whatever  in  the  distributing-valve  pres- 
sures; but  with  the  recharge  of  the  brake  pipe  after  an 
emergency  application  the  application  chamber  is 
found  empty  of  pressure,  and  its  consequent  equaliza- 
tion with  the  application  cylinder  when  the  equalizing 
valve  is  moved  to  release  position  somewhat  reduces 
the  pressure  of  the  application  cylinder,  and  this  should 
be  followed  by  a  movement  of  application  piston  10  to 
the  left  and  a  quick  "pop"  of  brake-cylinder  pressure 
escaping  from  the  exhaust  port  at  EX;  the  pressure  in 
chamber  b  being  thus  relieved  of  its  excess  over  that  in 

[79] 


The  E-T  Air-Brake  Pocket-Book 

application  cylinder  g,  the  application  portion  at  once 
resumes  the  lap  position  as  shown. 

Meanwhile,  of  course,  the  pressure  chamber  is  be- 
coming recharged  through  feed-groove  u;  and  before  it 
(and  the  auxiliary  reservoirs  of  the  cars  in  the  train) 
has  had  time  to  overcharge  (above  70  pounds),  the 
automatic  brake- valve  will  be  returned,  either  to  holding 
position  or  running  position;  if  the  former,  no  change 
whatever  occurs  except  that  the  brake  pipe  will  receive 
its  charge  from  the  yo-pound  feed-valve  pipe;  if  the 
running  position  is  taken,  in  addition  to  the  brake- 
pipe  supply  being  received  from  the  feed-valve  pipe  the 
distributing-valve  release  pipe  will  be  thrown  open 
to  the  atmosphere  at  the  automatic  brake-valve  and  the 
locomotive  brake  will  fully  release;  this  phase  being 
already  fully  described  both  in  piping  diagram  and 
distributing-valve  chart,  Figs.  9  A  and  96,  "release 
and  charging  position." 


[80] 


Fig.  15  B 


PRESSURE       AIR       PRESSURE   PRESSURE       PRESSURE 


RESERVOIR 
PRESSURE 


FIG.  15  B. — No.  6  Distributing  Valve.    Independent 
application  position. 


FIG.  15  A. — Piping  Dia^ 
valve  in  application  ] 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 


AND  MA!N  RESERVOIR      DUPLEX   GAUGE      BED  HAND  CYLINDER 


TFig.  ISA 


EQUALIZING 
RESERVOIR 


No.  6  E  T  Equipment.    Independent  locomotive-brake  application.    Independent  brake- 
ion,  automatic  brake-valve  in  running  position.     Colors  showing  sequence  of  pressures. 


The  Independent  Brake- Valve 

INDEPENDENT    LOCOMOTIVE-BRAKE 
APPLICATION, 

BY    INDEPENDENT    BRAKE-VALVE. 

Attention  will  now  be  given  to  the  effects  from  the 
operation  of  the  engineer's  INDEPENDENT  BRAKE- 
VALVE,  first,  in  applying  the  locomotive  brake  while 
the  automatic  brake-valve  remains  in  running  position, 
and  secondly,  the  consequent  position  of  independent 
lap  taken  by  the  distributing  valve;  followed  by  a  de- 
scription of  the  manner  in  which  the  driver  and  tender 
brakes  may  be  released  independently  of  the  train 
brakes  after  all  have  been  automatically  applied,  and 
while  the  automatic  brake-valve  remains  on  lap. 

The  first  condition  is  represented  in  Figs.  15  A  and 
15  B — Independent  Locomotive-Brake  Application. 
Referring  to  the  piping  diagram,  the  automatic  brake- 
valve  is  in  running  position,  and  all  pipes  supplied  by 
it  with  pressure  are  charged  as  explained  in  its  common, 
running  position.  The  independent  brake-valve  han- 
dle has  been  turned  to  application  position  causing 
the  reducing-valve  pipe  pressure  to  flow  to  the  applica- 
tion-cylinder pipe,  and  through  it  in  one  direction  to 
the  automatic  brake-valve  where  that  pipe  is  blanked 
under  the  rotary  valve,  and  to  the  distributing  valve 
where  it  actuates  the  application  mechanism  (nearing 

[81] 


The  E-T  Air-Brake  Pocket-Book 

the  latter,  the  pipe  is  given  the  color  of  the  application- 
cylinder  pressure) ;  at  the  distributing  valve  the  appli- 
cation-cylinder pressure  fills  the  distributing-valve 
release  pipe  through  which  it  only  flows  as  far  as  the 
rotary  of  the  independent  brake-valve,  being  separated 
there,  now,  from  its  branch  pipe  connecting  with  the 
automatic  brake-valve,  the  latter  section  of  pipe  being 
still  open  to  the  atmosphere  through  the  rotary  of  the 
latter  valve. 

As  the  pressure  of  the  reducing-valve  pipe  is  being 
used  as  the  actuating  pressure,  the  check-valve  in  the 
fitting  called  "strainer  and  check-valve"  prevents  signal- 
pipe  pressure  from  returning  and  so  reducing  as  to 
cause  the  air-signal  whistle  to  blow. 

The  action  of  the  distributing  valve  resulting  from 
the  supply  of  reducing-valve  pressure  will  be  to  cause 
main-reservoir  air  to  flow  to  the  brake  cylinders  of  the 
locomotive,  as  indicated  in  color  on  the  piping  diagram. 
The  reducing  valve  is  commonly  adjusted  at  45  pounds, 
and  whether  the  independent  brake-valve  is  permitted 
to  supply  the  full  amount  or  only  a  portion  of  that  pres- 
sure to  the  distributing  valve,  the  latter  will  give  an 
equal  charge  to  the  brake  cylinders.  Other  than  as 
stated,  the  pressure  conditions  remain  as  characterized 
throughout  the  piping  in  the  usual  running  position 
of  the  brake-valves. 

Referring  to  the  distributing  valve  itself — Fig.  156 
[82] 


Running  Position.     Independent  Lap 

—it  will  be  understood  that  the  lower  portion  remains 
undisturbed,  there  being  no  reduction  of  brake-pipe 
pressure.  The  reducing-valve  pressure,  entering  at 
II,  passes  directly  to  the  application  cylinder,  g,  and 
forcing  piston  10  to  the  right,  the  operation  of  the  appli- 
cation portion  will  be  as  usual  in  the  cases  heretofore 
described  which  should  be  generally  understood  by 
this  time;  the  main-reservoir  air  from  chamber  a  flowing 
to  the  locomotive  brake  cylinders  through  the  brake- 
cylinder  pipe  connecting  at  CYLS.  The  application- 
cylinder  pressure  supplied  from  the  reducing  valve 
flows,  via  ports  h,  k,  and  wt  to  the  application  chamber 
which  supplies  the  volume  necessary  in  regulating  a 
graduated  application;  through  ports  h,  k,  and  i,  it 
flows  to  the  distributing- valve  release  pipe  at  IV;  and 
through  ports  h,  s,  and  /,  the  application -cylinder  pres- 
sure also  passes  to  the  safety  valve,  which,  in  case  the 
reducing  valve  should  become  defective  and  permit 
the  full  main-reservoir  pressure  to  be  supplied,  would 
unseat  itself  and  endeavor  to  reduce  the  excess  of 
pressure  over  68  pounds. 

Independent  Lap  Position. 

The  application  portion  of  the  distributing  valve 
will  take  the  lap  position  following  a  locomotive- 
brake  application  by  the  independent  brake-valve  in 
any  degree  of  pressure  up  to  the  full  45  pounds  sup- 

[83] 


The  E-T  Air-Brake  Pocket-Book 

plied  by  it  from  the  reducing  valve,  for  the  reason  that 
the  braking  air  from  the  main  reservoir  is  always  at  a 
higher  pressure  and  will  compel  the  lapping  whenever 
the  brake-cylinder  pressure  equals,  or  slightly  exceeds, 
that  in  the  application  cylinder.  The  lapping  move- 
ment of  the  application  portion  of  the  distributing 
valve  is  similar  at  all  applications  of  the  brake,  and  was 
explained  in  reference  to  Figs,  n  and  13;  Fig.  16 
shows  it  in  the  position  of  independent  lap.  It  should 
be  understood  that  this  does  not  necessarily  imply  the 
lapping  of  the  independent  brake-valve — which  latter 
would  simply  mean  that  the  independent  brake-valve 
had  been  so  moved  as  to  cut  off  the  supply  of  reducing- 
valve  pressure  to  the  application  cylinder. 

In  connection  with  this  it  should  be  noted  that  the 
equalizing  portion  of  the  distributing  valve  not  having 
changed  from  its  so-called  release  and  charging  position 
during  the  course  of  the  independent  application  and 
resultant  lap  of  the  application  valve,  on  that  account 
the  safety  valve  is  still  connected  to  the  application 
cylinder  in  this  position,  and  when  it  becomes  necessary 
to  hold  the  locomotive  for  some  time  with  the  independ- 
ent brake -valve  while  standing,  that  brake  valve  should 
not  be  returned  to  the  lap  position,  as  a  leak  in  the  safety 
valve  from  scale  or  other  obstruction  between  valve 
and  seat  would  soon  discharge  the  application-cylinder 
pressure  and  release  the  locomotive  brake.  Under  the 
[84] 


Fig.  16 


MAIN  ATMOSPHERIC       BRAKE  PRESSURE     APPLICATION         BRAKE 

RESERVOIR  PIPE  CHAMBER  CYLINDER         CYLINDER 

PRESSURE  PRESSURE  AIR  PRESSURE        PRESSURE 


FIG.  16.— No.  6  Distributing  Valve,  Independent  Lap 
Position. 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 


Independent-Brake  Release 

circumstances  always  leave  the  independent  brake-valve 
in  full  application  position,  and  so  long  as  it  is  there, 
and  the  pump  is  compressing  air,  you  will  have  "a 
brake  that  won't  come  off." 

Independent  Locomotive-Brake  Release, 
After  Automatic  Application. 

When  an  automatic  application  of  the  brakes  has  been 
made,  either  service  or  emergency,  by  the  automatic 
brake -valve,  or  from  train-parting,  or  in  any  other  man- 
ner whatever,  the  locomotive  brakes  can  always  be 
released,  in  full  or  in  part,  without  interfering  with  the 
application  of  train  brakes,  by  placing  the  independent 
brake-valve  in  release  position.  In  the  accompanying 
plate  representing  that  phase  of  action,  Figs.  17  A  and 
173,  it  is  to  be  considered  that  an  automatic  service 
application  of  the  locomotive  and  train  brakes  had 
been  made  by  the  automatic  brake-valve  which  is  now 
standing  in  the  lap  position,  and  the  independent 
brake-valve  is  being  held  in  its  release  position.  It 
should  be  considered,  in  fact,  that  all  parts  of  the  loco- 
motive-brake equipment  had  been  in  exactly  the  state 
as  described  in  reference  to  Fig.  n,  descriptive  of 
service-lap  position,  and  the  locomotive  brake-cylinder 
pressure  was  subsequently  discharged  by  the  independ- 
ent brake-valve. 

Referring  to  the  piping  diagram,  Fig.  17  A,  the  inde- 

[85] 


The  E-T  Air-Brake  Pocket-Book 

pendent  brake-valve  having  been  placed  in  release 
position,  a  port  in  its  rotary  valve  has  opened  that 
terminal  of  the  application-cylinder  pipe  to  the  atmos- 
phere, thus  discharging  the  application-cylinder  pres- 
sure, and  effecting  the  discharge  at  the  distributing 
valve  of  the  locomotive  brake-cylinder  pressure;  al- 
though the  piping  for  both  pressures  referred  to  is  given 
the  atmospheric  color  (orange),  indicating  that  they 
have  been  entirely  emptied,  and  the  brake  completely 
released,  independent  release  may  only  mean  a  partial 
discharge  of  the  application-cylinder  pressure  with  a 
return  to  lap  position  of  the  independent  brake-valve, 
and  a  partial  release  of  the  locomotive  brake,  as  the 
latter  can  be  graduated  off — something  impossible  with 
the  automatic  brake.* 

The  distributing-valve  release  pipe  is  uncolored  in 
the  two  figures  of  this  plate,  as  it  contains  no  pressure 
above  atmospheric,  being  cut  off  from  any  pressure 
connections  at  the  distributing  valve,  and  is  denied 
the  color  indicative  of  atmospheric  air  (orange),  be- 
cause it  is  also  cut  off  from  the  latter  by  the  rotary 
of  the  automatic  brake-valve,  and  is  intermediately 


*  An  exception  to  this  statement  should  be  allowed,  as  the  lately 
devised  "Type  L,  High-Speed,  Quick-Service,"  passenger  triple- 
valve  can  be  graduated  off  after  an  application,  by  partial  recharges 
of  the  brake  pipe;  but  this  advantage  is  only  to  be  taken  when  all 
of  the  cars  in  the  train  are  equipped  with  the  Type  L  triple  valves. 
[86] 


Fig  17  B 


ANGLE  COC 
C^pKx^ -HOSE  AND  COUFUNM 


MAIN  ATMOSPHERIC  BRAKE  APPLICATION          PRES: 

RESERVOIR  PIPE  CYLINDER  CHAN 

PRESSURE  P.RESSURE  P.RESSURE  Al 


REDUCING  VALVE  ATMOSPHERIC  SIGN 

PIPE- 


FIG.  17  B. — No.  6  Distributing  Valve.    Independent 
release  position  after  automatic  application. 


FIG.  17  A.— Piping  E 
brake  release  aft( 
lap  position.  Br 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 


HAND  MAIN  RESERVOIR      DUPLEX   GAUGE      REO  HAND  CYLINDER 
aUALIZIN6-RESERVOI3,!Sx  ^.  BLACK-HAND  BRAKE  FIFE 


Fig  17  A 


•am  No.  GET  Equipment.  Colors  showing  sequence  of  pressures  at  independent  locomotive- 
itomatic  application.  Independent  brake-valve  in  release  position,  automatic  brake-valve  in 
i  colors  show  reduced,  or  less  than  normal,  pressures. 


Graduating  Off 

blanked  by  the  rotary  of  the  independent  brake- 
valve. 

Following  an  automatic  service-application,  if  a  grad- 
uated, or  partial,  release  of  the  locomotive  brake  is  made 
by  the  independent  brake-valve  the  reduced  braking 
pressure  will  remain  constant  (unless  automatically 
increased  by  brake-pipe  leakage),  and  if  the  release  is 
complete  the  locomotive  brake  will  stay  off,  under  the 
conditions;  but  after  an  emergency  application  by  the 
automatic  brake-valve,  any  of  the  application-cylinder 
pressure  that  may  be  discharged  by  the  independent 
brake-valve  will  be  resupplied  through  the  maintaining 
port  in  the  automatic  brake-valve,  and  the  brake- 
cylinder  pressure  will  be  built  up  as  fast  as  it  is  released, 
after  the  independent  brake- valve  has  been  lapped ;  so, 
to  independently  release  the  locomotive  brake  under 
emergency  conditions,  it  is  necessary  to  hold  the  inde- 
pendent brake-valve  in  release  position  as  long  as  the 
automatic  brake-valve  remains  in  emergency-  applica- 
tion position. 

Fig.  1 7  B  shows  the  distributing  valve  in  the  position 
of  Independent  Release;  it  will  be  unnecessary  to 
allude  to  the  lower  portion  any  further  than  to  note 
that  it  holds  the  same  position  as  is  usual  at  service  lap, 
which  was  explained  in  connection  with  Fig.  u,  having 
no  effect  on  the  independent  release,  nor  would  it  make 
any  particular  difference  if  the  equalizing  portion  had 

[87] 


The  E-T  Air-Brake  Pocket-Book 

taken  the  emergency  position,  as  shown  in  Fig.  12  B. 
The  discharge  of  pressure  from  the  application  cylinder 
at  the  left  of  application  piston  10  has  resulted  in  the 
piston  being  moved  to  the  left,  as  shown,  by  the  pressure 
in  chamber  b  on  the  right,  thus  opening  the  exhaust  ports 
e,  and  d,  through  which  the  brake-cylinder  pressure  is 
exhausted  to  the  atmosphere;  if  all  of  the  application- 
cylinder  pressure  should  be  discharged,  the  applica- 
tion piston  will  remain  in  the  release  position  as  shown 
in  the  plate,  and  the  brake-cylinder  pressure  will  be 
fully  released;  but  if  the  former  pressure  should  be 
only  partially  discharged  and  the  independent  brake- 
valve  returned  to  lap  position,  as  soon  as  the  brake- 
cylinder  pressure  in  chamber  b  is  exhausted  to  slightly 
less  than  the  pressure  remaining  on  the  left  of  the  piston, 
the  application  mechanism  will  be  moved  to  the  right 
until  the  exhaust  ports,  e,  and  d,  are  closed,  and  then 
will  stop  in  the  lap  position,  in  which  case  all  parts 
of  the  distributing  valve  will  have  assumed  the  same 
positions  as  they  were  shown  in  Fig.  n — automatic 
service  lap. 


[88] 


Quick-Action  Triple  Valve 


THE  QUICK-ACTION  DISTRIBUTING  VALVE. 

NO.   6   DISTRIBUTING    VALVE    WITH  QUICK-ACTION 
CYLINDER    CAP. 

With  the  advent  of  all- air-braked  trains  it  became 
necessary  to  supply  additional  functions  to  the  plain 
triple-valves  referred  to  earlier  in  this  work ;  no  changes 
were  found  necessary  in  its  action  in  response  to  service 
reductions,  but  at  emergency  applications  on  long, 
air-braked  trains,  the  forward  brakes  would  apply 
with  full  force  before  the  brakes  on  the  rear  cars  had 
started  to  set,  resulting  in  the  sudden  "  bunching " 
of  trains  with  disastrous  effects;  in  other  words,  the 
slack  between  the  cars  would  close-in  more  rapidly 
than  the  brakes  could  serially  apply  throughout  the 
train  from  front  to  rear. 

Then  the  quick-action  triple  valve  was  evolved  for 
freight  and  passenger  cars,  in  the  service  action  of  which 
there  was  no  difference  from  that  of  the  plain  triple- 
valve;  but,  following  a  quick,  heavy  reduction,  the 
new  triple  was  devised  to  discharge  a  portion  of  the 
brake-pipe  air,  and — further — to  make  this  discharge 
into  the  brake  cylinder,  before  the  latter  could  receive 
any  appreciable  amount  of  auxiliary-reservoir  pressure, 
resulting  in  an  increased  braking  pressure  at  emergency 

[89] 


The  E-T  Air-Brake  Pocket-Book 

as  well  as  securing  the  full-on  application  of  the  rear- 
ward brakes  before  the  slack  could  run  in. 

It  has  been  found  desirable  in  recent  years  to  apply 
quick-action  triple-valves  to  locomotive  tenders,  and 
this  is  particularly  necessary  when  in  case  of  double- 
heading,  the  engineer  of  the  leading  locomotive  operates 
the  brakes,  as,  if  both  engines  and  tenders  are  equipped 
with  plain  triple  valves  it  is  quite  commonly  impossible 
for  him  to  secure  quick  action  of  the  train  brakes, 
owing  to  the  large  volume  of  brake-pipe  air  to  be  re- 
duced between  his  brake-valve  and  the  quick-action 
triple  on  the  first  car,  and  the  resistance  to  air  flow 
due  to  the  several  short  bends  and  possible  elbows  in 
the  brake  pipe  of  both  locomotives.  f  As  the  E-T 
locomotive  brake  depends  upon  the  distributing  valve 
for  the  regulation  of  brake-cylinder  pressure,  and  the 
graduating  portion  of  the  ordinary  distributing  valve 
acts  on  the  same  principle  as  the  plain  triple-valve,  it 
follows  that  it  is  just  as  necessary  that  the  distributing 
valve  should  possess  the  same  quick-action  feature  of 
brake-pipe  air-vent  at  emergency  applications;  on 
the  theory,  however,  that  some  railroads  do  not  en- 
courage the  double- heading  of  trains,  the  Westinghouse 
Air  Brake  Company  furnish  the  distributing  valve 
of  the  latest  improved  E-T  equipment,  No.  6  type, 
without  the  quick-action  device,  unless  such  shall  be 
specified  when  ordering. 
[90] 


Fig.  18 


FIG.   18. — No.   6  Distributing    Valve  with  Quick-Action    Cylinder 
Cap.     Released  and  charging  position. 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 


Quick-Action  Cylinder  Cap 

Displacing  the  plain  cap,  or  head,  of  the  lower  por- 
tion of  the  distributing  valve  and  substituting  the 
"  QUICK- ACTION  CYLINDER  CAP"  is  all  that  is  neces- 
sary to  change  the  No.  6  equipment  to  a  quick-action 
locomotive  brake,  and  Figs.  18  and  19  show  the  dis- 
tributing valve  with  the  improved  attachment. 


[91] 


The  E-T  Air-Brake  Pocket-Book 


NO.     6     DISTRIBUTING     VALVE     WITH 
QUICK-ACTION  CYLINDER   CAP. 

RELEASE   AND    CHARGING    POSITION. 

Fig.  1 8  represents  the  distributing  valve  with  QUICK- 
ACTION  CYLINDER  CAP,  with  all  operative  parts  in  the 
released  and  charging  position;  the  conditions  that 
exist  within  the  distributing  valve  are  the  same  as  were 
described  in  connection  with  Fig.  9  B,  and  are,  pre- 
sumably, well  understood;  the  piping  diagram  of  Fig. 
9  A  will  also  apply  as  an  adjunct  to  this  distributing- 
valve  chart,  and  need  not  be  reproduced. 

Referring  to  the  quick-action  cylinder  cap,  the  grad- 
uating spring,  46,  and  the  graduating  stem,  59,  appear, 
as  in  the  plain  cylinder-cap,  except  that  stem  59  is 
lengthened  and  made  to  engage  the  emergency  slide- 
valve,  48,  between  its  shoulders;  with  the  graduating 
spring  relaxed  within  its  limit,  as  shown,  the  slide 
valve  covers  port  /  in  the  seat,  and  brake-pipe  air  en- 
tering at  BP  only  fills  the  slide-valve  chamber  of  the 
cylinder  cap,  flowing  thence  into  chamber  p  of  the  dis- 
tributing-valve proper,  and,  as  usual,  through  feed- 
groove  u  to  the  pressure  chamber. 

The  provision  of  passageway  m  that  carries  the  brake- 
cylinder  air  down  to  the  lower  part  of  the  equalizing 
portion  of  the  distributing  valve  is  now  seen  to  have 
[92] 


Fig.  19 


FIG.   19. — No.  6  Distributing  Valve  with  Quick-Action    Cylinder 
Cap.     Emergency  position. 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 


Quick- Action  Cylinder  Cap 

been  for  the  purpose  of  affording  brake-cylinder  pres- 
sure connection  with  the  quick-action  cylinder  cap  in 
the  possible  case  of  its  use;  passage  m  opens  into  the 
lower  chamber  under  the  rubber-seated,  emergency 
check-valve  53,  the  check-valve  being  held  to  its  seat 
in  the  absence  of  brake-cylinder  pressure  by  the  spring, 
54.  The  intermediate  chamber,  xt  is  closed  against 
either  brake-pipe  pressure  or  brake-cylinder  air,  now, 
and  is  therefore  given  no  reference  color. 

At  graduated  service  applications,  equalizing  piston 
26  moves  only  to  contact  with  graduating  stem  59,  with- 
out compressing  the  graduating  spring  or  moving  the 
emergency  slide-valve,  and  the  brake-cylinder  pressure 
can  only  fill  the  check-valve  chamber  of  the  cylinder 
cap;  so  that  no  unusual  results  are  obtained,  except 
from  emergency  applications. 

Emergency  Position. 

Fig.  19  represents  the  distributing  valve  with  quick- 
action  cylinder  cap  in  emergency  position.  When  a 
sudden,  heavy  reduction  of  brake-pipe  pressure  is  made, 
the  effect  on  the  equalizing  and  application  portions  of 
the  distributing  valve  is  precisely  the  same  as  was  de- 
scribed with  reference  to  Fig.  12  B,  emergency  position; 
but  the  full  stroke  of  the  equalizing  piston,  compressing 
the  graduating  spring  in  the  quick-action  cylinder  cap, 
carries  emergency  slide-valve  48  with  it  and  uncovers 

[93] 


The  E-T  Air-Brake  Pocket-Book 

port  j  in  the  slide-valve  seat;  brake-pipe  air  from 
chamber  p  rushing  down  through  port  j  fills  chamber 
x  where  its  pressure  unseats  the  emergency  check- 
valve,  53,  and  flows  to  the  passage,  m,  thence  to  passage 
c  and  the  locomotive  brake-cylinders  through  the  pipe 
connecting  at  CYLS. 

This  described  action  takes  place  at  the  instant  piston 
26  strikes  the  quick-action  cylinder-cap  gasket,  and, 
as  main-reservoir  air  can  not  flow  to  the  brake  cylinders 
until — as  the  result  of  piston  26's  stroke — pressure- 
chamber  air  has  filled  application  cylinder  g  and  forced 
piston  10  to  the  right  to  unseat  application  valve  5— 
it  is  obvious  that  brake-pipe  pressure  is  the  first  to 
reach  the  brake  cylinders;  with  the  opening  of  the 
application  valve  the  supplying  pressures  commingle 
in  passage  c  as  brake -cylinder  air,  which,  when  it  be- 
comes equal  to  the  lowering  pressure  of  the  brake  pipe, 
will  permit  check  valve  53  to  seat  and  prevent  the  brake- 
cylinder  air  from  flowing  back  to  the  brake  pipe  through 
the  open  port,  j;  and,  as  soon  as  the  brake-cylinder 
pressure  becomes  as  great  as  the  pressure  in  the  appli- 
cation cylinder,  piston  10  will  close  application  valve 
5,  this  upper  portion  assuming  the  lap  position  in  the 
same  manner  that  has  been  described  repeatedly 
before. 

Results  from  the  quick-action  cylinder  cap  produce 
no  effect  in  the  rest  of  the  locomotive-brake  equipment 
[94] 


Pressure  Conditions 

to  differ  from  the  action  where  the  plain  cylinder  cap 
is  used;  merely,  in  the  former  case  there  is  a  more 
rapid  reduction  of  brake-pipe  pressure,  and  a  conse- 
quent economy  in  the  use  of  main-reservoir  pressure. 
A  piping  diagram  to  accompany  Fig.  19  would  be  ex- 
actly the  same  in  outline  and  reference  colors  as  Fig.  12  A. 

In  the  case  of  quick- action  triple  valves,  the  vent 
of  brake-pipe  air  at  emergency  applications  will  give 
a  higher  brake-cylinder  pressure  than  can  be  obtained 
by  a  full,  service  application,  and  it  may  be  imagined 
that  because  the  No.  6  distributing  valve  gives  a  higher 
brake-cylinder  pressure  at  an  emergency  than  at  a  full, 
service  application,  that  this,  also,  is  due  to  the  air 
received  from  the  brake  pipe;  such  is  not  the  case, 
however,  as  the  same  difference  in  pressures  is  obtained 
with  the  use  of  the  plain  cylinder  cap;  and  the  reason 
for  the  increased  pressure  at  emergency  was  explained 
in  connection  with  Figs.  12  A  and  12  B — before  the 
quick-action  attachment  to  the  distributing  valve  was 
taken  up.  Regardless  of  from  how  many  sources  the 
brake-cylinder  pressure  is  obtained,  it  can  not  become 
greater  than  the  pressure  in  the  application  cylinder, 
and  when  it  approaches  an  excess  over  that,  the  exhaust 
valve  (16)  will  reduce  it  to  an  equalization  with  the 
application-cylinder  pressure. 

Service  brake-pipe  reductions  of  25  pounds  or  more 
will  cause  the  equalizing  portion  of  the  distributing 

[95] 


The  E-T  Air-Brake  Pocket-Book 

valve,  and  the  emergency  slide-valve,  to  assume  the 
same  positions  as  represented  in  Fig.  19,  but  by  the 
time  the  brake-pipe  air  is  so  far  exhausted  as  that,  the 
brake-cylinder  pressure  in  passage  m  and  the  check- 
valve  chamber  will  be  equal  to  it,  or  greater,  and  check 
valve  53  can  not  be  unseated.  To  secure  full  emergency 
action,  the  application  must  be  made  with  brake  cylin- 
ders (previously)  empty;  partial  emergency  is  obtainable 
only  so  long  as  the  brake-pipe  pressure  is  appreciably 
greater  than  that  in  the  brake  cylinders;  but  after  a 
service  reduction  of  as  much  as  15  pounds,  no  quick- 
action  results  may  be  expected. 


[96] 


Details  E-6  Safety  Valve 

THE   E-6   SAFETY  VALVE. 

USED  ON  THE  No.  6  DISTRIBUTING  VALVE. 

Fig.  20  is  an  enlarged  sectional  view  of  the  E-6  SAFETY 
VALVE  that  has  been  shown  attached  to  the  distributing 
valve  in  each  of  the  preceding  colored  charts  of  the 
No.  6  E-T  equipment.  It  is  a  quick-closing  valve  seat- 
ing with  a  "pop"  action,  unlike  the  ordinary  safety 
valves,  is  sensitive  in  operation  and  responds  to  slight 
differences  in  pressure. 

The  names  of  the  parts  of  the  safety  valve  are:  2, 
BODY;  3,  CAP  NUT;  4,  VALVE;  5,  VALVE  STEM;  6,  AD- 
JUSTING SPRING;  7,  ADJUSTING  NUT.  In  each  of  the 
distributing-valve  charts  a  STRAINER,  43,  is  seen  just  un- 
der the  safety  valve,  and  this  piece  should  be  included 
in  the  parts,  although  not  appearing  in  the  individual 
plate,  Fig.  20;  its  use  is  essential,  to  prevent  loose 
scale  or  other  matter  from  being  carried  to  the  safety 
valve  and  lodging  on  the  seat  to  make  a  leak  that 
would  result  in  the  loss  of  brake-cylinder  pressure. 

The  valve,  4,  is  cylindrical  in  form,  fitting  neatly  in 
the  surrounding  bush  which  acts  as  a  guide,  and  is  held 
to  its  seat  by  the  compression  of  spring  6  between  the 
shoulder  of  the  valve  stem  and  adjusting  nut  7. 
When  the  air  pressure  beneath  valve  4  becomes  greater 
than  the  resistance  of  the  spring,  the  valve  raises  from 

[97] 


The  E-T  Air-Brake  Pocket-Book 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 

FIG.  20.— E-6  Safety  Valve.    Used  on  the  No.  6  distributing  valve. 
[98] 


The  E-T  Air-Brake  Pocket-Book 

its  seat  and  then  exposes  a  larger  area  to  the  air  pressure 
which  quickens  its  upward  movement  and  prevents 
the  valve  from  "chattering"  on  its  seat. 

Two  ports  are  drilled  in  the  valve  bush  upward  to 
the  spring  chamber;  and  two  are  drilled  outward 
through  the  bush  and  valve  body  to  the  atmosphere, 
although  but  one  of  each  of  these  is  shown  in  the  cut. 
The  lift  of  the  valve  is  determined  by  the  stem,  5, 
striking  cap  nut  3,  when  it  closes  the  two  vertical  ports 
in  the  bush  connecting  the  valve  chamber  and  spring 
chamber,  and  opens  the  two  lower  ports  to  the  atmos- 
phere; as  the  exhausting  pressure  of  the  air  below  the 
valve  becomes  less  than  the  pressure  of  the  spring,  the 
latter  forces  the  stem  and  valve  downward,  during  the 
movement  of  which  the  valve  restricts  the  lower  ports 
to  the  atmosphere  and  opens  those  between  the  valve 
and  spring  chambers,  and  the  discharging  air  pressure 
then  has  access  to  the  spring  chamber;  this  chamber 
is  always  connected  to  the  atmosphere  by  two  small 
holes  through  the  body,  2,  and  the  air  from  the  valve 
chamber,  entering  more  rapidly  than  it  can  escape 
through  these  holes,  causes  pressure  to  accumulate 
above  the  valve  and  assist  the  spring  to  close  it  with 
the  "pop"  action  before  mentioned. 

This  safety  valve  used  in  connection  with  the  No.  6 
distributing  valve  should  be  adjusted  for  68  pounds; 
this  is  done  by  removing  cap  nut  3  and  screwing 

[99] 


Care  of  Safety  Valve 

adjusting  nut  7  down  to  raise,  or  up  to  lower,  the 
pressure,  and  after  the  proper  adjustment  is  made  cap 
nut  3  must  be  replaced  and  securely  tightened,  and 
tested  by  operating  with  pressure  a  few  times.  The 
adjustment  is  more  easily  and  accurately  done  on  a 
shop  testing  rack. 

The  safety  valve  requires  some  attention  and  care. 
Particularly,  it  must  be  seen  to  that  the  holes  in  the 
valve  body  are  always  open,  but  they  must  not  be  reamed 
out  by  those  who  erroneously  imagine  that  the  capacity 
for  pressure  discharge  should  be  increased — especially 
as  to  the  two  upper  holes. 

Occasionally  the  safety  valve  should  be  removed 
from  the  distributing  valve,  the  strainer  taken  out  and 
cleaned  and  the  air  passage  that  leads  to  the  safety 
valve  -blown  out  by  placing  the  independent  brake- 
valve  in  application  position.  The  safety  valve  should 
be  taken  to  a  bench  and  cleaned;  remove  the  cap  and 
adjusting  nuts,  the  spring  and  stem;  then  invert  the 
body  and  shake  out  the  valve,  4,  being  careful  that  it 
shall  fall  on  nothing  hard  that  may  dent  or  burr  it; 
clean  the  inside  of  the  body  and  the  several  holes  referred 
to,  and  the  valve  bush;  clean  the  valve,  and  rub  a  thin 
film  of  graphite  air-brake  and  triple-valve  grease  around 
its  sides  and  on  the  valve  bush;  replace  everything, 
readjust  to  the  correct  pressure  as  before  explained,  re- 
attach  the  safety  valve  to  the  distributing  valve,  and  test. 

[100] 


The  E-T  Air-Brak£.PocketTBox>&  ;     ,    ,  :  /. 

This  should  be  done  whenever  the  safety  valve  is 
taken  off  for  adjustment,  but  the  cleaning  should  not 
be  delayed  on  that  account.  Situated  where  the  dis- 
tributing valve  usually  is,  a  great  deal  of  gritty  dust 
enters  the  safety  valve  through  the  small  holes  and, 
finding  its  way  in  between  the  periphery  of  the  valve 
and  the  valve  bush,  becomes  ground  in  and  causes  the 
valve  to  stick,  or  act  irregularly. 

The  final  test  for  pressure  adjustment  should  be  made 
with  cap  nut  3  screwed  down  tight  against  the  safety- 
valve  body  as,  with  the  cap  removed,  when  the  valve 
lifts  from  its  seat  it  can  rise  so  high  as  to  close  the  lower 
ports  from  the  valve  chamber  to  the  atmosphere,  as  well 
as  the  vertical  ports  through  the  bush;  in  which  case 
the  only  discharge  of  pressure  will  be  that  which  can 
leak  around  the  sides  of  the  valve. 


Or] 


Engineer^  Brake- Valves 

ENGINEER'S    BRAKE-VALVES    OF    THE 
NO.  6  E-T  EQUIPMENT. 

THE  H-6  AUTOMATIC  BRAKE- VALVE. 

Fig.  2 1  is  a  photographic  view  of  the  H-6  AUTOMATIC 
BRAKE- VALVE  with  pipe  bracket,  complete,  and  Fig.  22 
shows  the  same  valve  separated  from  its  pipe  bracket; 
for,  like  all  of  the  other  most  important  valves  of  the  E-T 
equipment,  the  brake-valve  proper  can  be  removed  for 
inspection  or  repair  without  disturbing  any  of  the  pipe 
joints.  Fig.  23  shows  two  views  of  the  brake-valve, 
with  the  addition  of  a  plan,  or  transparent  top  view, 
of  the  rotary  valve;  the  upper  view  of  the  brake- valve 
is  taken  from  the  top,  on  a  section  through  the  rotary- 
valve  chamber,  the  rotary  valve  being  removed;  the 
lower  one  is  a  vertical  section.  In  these  views  the  pipe 
connections  are  indicated.  Fig.  24  is  a  top  view  of 
the  brake-valve,  charting  the  different  positions  of  the 
operating  handle. 

Referring  to  Fig.  24  and  beginning  at  the  left,  we 
have  Release  Position;  use  of  this  position  should 
only  be  made  when  the  brake-pipe  pressure  has  been  re- 
duced below  the  normal  charge,  and  it  is  desired  to  re- 
lease the  train  brakes;  it  has  the  effect  of  connecting  the 
main  reservoir  directly  with  the  brake  pipe,  and  after 
it  is  believed  that  the  brake-pipe  pressure  has  been 

[102] 


The  E-T  Air-Brake  Pocket-Book 

increased  sufficiently  to  release  all  car  brakes  the  handle 
must  be  moved  to  the  second  position,  and  it  should 
never  be  left  in  release  position  long  enough  for  the 
brake  pipe  to  charge  above  the  normal  pressure- 


copyright,  1909,  by  The  Norman  \V.  Henley  Publishing  Co. 

FIG.  21.— H-6  Automatic  Brake- Valve.     Complete. 

usually  70  pounds.  The  locomotive  brake,  however, 
will  not  be  released  by  the  recharge  of  the  brake  pipe. 
In  the  second,  or  Running,  Position  the  locomotive 
brake  will  be  released  and  held  so,  and  this  is  its  normal 
carrying  position;  the  direct  connection  from  main 

[103] 


H-6  Brake- Valve 

reservoir  to  brake  pipe  is  now  cut  off,  and  air  is  supplied 
to  the  brake  pipe  from  the  yo-pound,  feed-valve  pipe. 
In   the   third,   or   Holding,   Position   the    yo-pound 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 

FIG.    22. — H-6    Automatic   Brake- Valve.     Removed   from   its  pipe 
bracket. 

[104] 


The  E-T  Air-Brake  Pocket-Book 

pressure  supply  to  the  brake  pipe  is  continued;  it  is, 
in  effect,  another  running  position,  except  that  the 
release  ports  of  distributing-valve  and  locomotive-brake 
cylinder  pressures  are  closed.  In  returning  the  brake 

AUTOMATIC  BRAKE  VALVE 
H-6 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 

FIG.  24. — Positions  of  Automatic  Brake- Valve  Handle. 

valve  from  release  position  it  is  a  good  plan  always  to 
go  quickly  to  holding  position,  direct;  this  permits 
time  for  the  afterthought  as  to  whether  it  is  best  to 

[105] 


Handle  Positions 

release  the  locomotive  brake  at  once,  or  to  hold  it  on 
and  so  keep  the  head  end  from  surging  ahead  until  the 
rear  brakes  of  the  train  have  had  ample  time  to  fully 
release;  the  latter  results  will  be  attained  by  keeping 
the  brake-valve  in  the  holding  position  for  a  few  mo- 
ments, and  meanwhile  the  brake  pipe,  the  car  auxiliary 
reservoirs,  and  the  pressure  chamber  of  the  locomotive 
distributing-valve  are  receiving  the  normal  presoure- 
recharge.  When  it  is  desired,  the  brake-valve  handle 
can  be  moved  back  to  running  position  and  the  loco- 
motive brake  will  release. 

In  the  fourth,  or  Lap,  Position  all  separable  connec- 
tions in  the  brake- valve  are  blanked ;  this  is  a  negative 
position,  and  is' to  be  taken  after  a  graduated,  or  service, 
reduction  of  brake-pipe  pressure  has  been  made,  to 
hold  the,  brake  conditions  in  a  fixed  state;  pressure  is 
no  longer  being  supplied  to  the  brake  pipe,  and  there  is 
no  further  reduction  of  the  latter,  except  from  leakage. 

Service  Application  is  the  fifth  position;  feed  of  air 
to  the  brake  pipe  is  still  cut  off,  and  the  brake-pipe 
pressure  is  being  reduced  through  the  equalizing-dis- 
charge valve  of  the  brake-valve,  but  so  gradually  that 
the  sensitive  quick-action  triple  valves  on  the  cars,  and 
the  distributing  valve  on  the  locomotive,  will  apply 
their  respective  brakes  with  a  degree  of  force  commen- 
surate with  the  amount  of  reduction,  yet  not  permit 
emergency  action.  When  the  desired  reduction  has 

[106] 


The  E-T  Air-Brake  Pocket-Book 

been  made — as  indicated  by  the  black  hand  of  the  large 
duplex  gauge — the  handle  is  to  be  returned  to  the  lap 
position. 

If  the  quickest  and  most  powerful  action  of  the  brakes 
is  desired,  the  brake-valve  handle  should  be  turned 
to  Emergency  Application,  which  is  the  sixth  and 
last  position  to  the  right  on  the  brake- valve;  there  is 
no  supply  of  air  to  the  brake  pipe,  and  the  pressure  of 
the  latter  is  discharged  through  a  very  large  port  in 
the  brake-valve,  causing  such  a  quick  and  heavy  reduc- 
tion as  to  throw  all  triple  valves  and  the  distributing 
valve  into  emergency  action;  the  brakes  of  a  train  of 
any  length  will  apply  at  emergency  much  quicker  than 
the  slack  can  be  run  in  solid  from  the  rear  end. 

In  the  E-T  equipment  the  brake-valve  has  been 
simplified  in  its  functions  over  the  brake-valve  of  the 
common,  automatic  system  in  which  the  feed  valve  was 
an  integral  part.  In  the  H-6  brake-valve  there  are  but 
two  operative  parts  to  study:  the  rotary  valve  that  is 
operated  by  the  brake-valve  handle,  the  duty  of  which 
is  to  distribute  the  pressures  that  flow  through  the  brake- 
valve;  and  the  equalizing-discharge  valve  that  automati- 
cally measures  the  discharge  of  brake-pipe  pressure  dur- 
ing a  service  application.  An  understanding  of  the 
operation  of  these  two  parts  will  give  the  air-brake 
student  the  knowledge  that  is  necessary  in  regard  to 

Westinghouse  brake-valves  of  all  types— if  we  add  an 

[107] 


Details  of  H-6  Brake- Valve 

explanation  of  the  brake-pipe  feed-valve,  which  will 
follow  later. 

Referring  to  Fig.  23,  lower  view:  in  this  vertical, 
sectional  cut,  main-reservoir  pressure  is  shown  entering 
the  lower  piece  of  the  brake-valve  body  termed  the 
PIPE  BRACKET,  5;  the  pipe  connection  referred  to  can 
be  made  from  either  the  side  or  the  bottom,  the  unused 
opening  plugged;  the  supporting  stud  (No.  25,  upper 
view)  is  in  this  lower  piece,  making  it  a  permanent 
attachment  to  the  boiler  or  other  rigid  base;  and  as  the 
other  three  parts  that  form  the  body  of  the  brake-valve 
are  bolted  together  independently  of  the  pipe  bracket, 
the  brake-valve  proper  may  be  removed  without  the 
disconnection  of  pipe  joints,  as  the  latter  are  all  made 
to  the  pipe  bracket  direct. 

This  necessitates  a  number  of  ports  through  the  sec- 
tions of  the  brake-valve  body,  and  the  intermediate 
gaskets;  thus  the  main-reservoir  pressure  is  shown 
passing  up  through  each  and  filling  the  TOP  CASE,  4, 
in  which  the  pressure  covers  the  ROTARY  VALVE,  6, 
In  this  plate  the  brake-valve  is  represented  with  the 
rotary  valve  in  running  position,  in  which  the  main- 
reservoir  pressure  goes  no  further  than  the  top  and 
sides  of  the  rotary  valve,  except  through  a  small  port 
in  the  rotary  valve  and  seat  to  the  pipe  connection,  as 
shown  in  the  upper  view,  leading  to  the  excess-pressure 
governor  top. 

[108] 


Fig.  23 


ROTARY  VALVE  SEAT. 


MAIN   RESERVOIR 


24 

PIPE  TAP 
EQUALIZING  RESERVOIR 


THE  H-6  AUTOMATIC  BRAKE  VALVE. 

RUNNING  RQ 


PRESSUR 

Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co, 


MAIN  ATMOSPHERIC,   ^BRAKE   P^PE       ,    fsOlHL^I.-^G  ^  -1  •,     ''-FE^D^        ^i 

RESERVOIR  ,  PR^SSUSE        i    .lE^SESVOrR  >  i1  V^L^t"1  Pi>E"  ••    , 


The  E-T  Air-Brake  Pocket-Book 

The  connections  through  the  automatic  brake-valve, 
as  established  in  the  different  positions  of  the  rotary- 
valve  handle,  will  be  made  plainer  in  the  views  subse- 
quently to  be  given  that  will  represent  the  rotary  valve 
as  transparent,  and  in  the  course  of  the  description 
the  reader  will  be  referred  back  to  this  plate  occasionally. 
The  highest  plane  of  the  middle  piece  of  the  brake- 
valve  body,  3,  forms  the  seat  of  the  rotary  valve,  and 
this  casting  is  catalogued  in  whole  as  ROTARY-VALVE 
SEAT.  The  lower  portion  of  the  brake-valve  proper 
—piece  2 — is  called  BOTTOM  CASE,  and  contains  the 

EQUALIZING-DISCHARGE   PISTON   AND   VALVE,    15.      The 

three  large  gaskets  making  the  joints  between  the  three 
sections  of  the  brake-valve  proper,  and  the  pipe  bracket, 
are  named  as  follows:  17,  UPPER  GASKET;  18,  MIDDLE 
GASKET;  and  19,  LOWER  GASKET.  The  large  cavity 
in  the  center  of  the  rotary-valve  seat,  marked  EX, 
opens  to  the  atmosphere  through  the  large  exhaust  port 
leading  out  through  the  back  side  of  the  brake-valve 
body  (this  port  is  shown  in  dotted  lines  in  the  upper, 
plan,  view). 

To  lubricate  the  rotary  valve,  remove  OIL  PLUG  29 
before  main-reservoir  pressure  is  pumped  up,  and  pour 
a  little  high-grade  machine  oil  in  the  hole;  it  will  fill 
the  small  recess  around  the  inside  of  the  top  case  at 
the  converging  edges  of  the  rotary  valve  and  seat. 
With  this  brake-valve,  it  is  also  possible  to  keep  the 

[109] 


Details  of  H-6  Brake- Valve 

leather  KEY- WASHER,  8,  soft  and  well  lubricated,  by 
removing  handle  lock-nut  14  and  dropping  some  ma- 
chine oil  into  the  hole  that  is  drilled  down  through  the 
center  of  the  ROTARY- VALVE  KEY,  7;  the  oil  fills  the 
transverse  port  that  is  drilled  clear  through  the  handle 
key,  and  when  main -reservoir  pressure  is  off  the  rotary 
valve  it  seeps  down  between  the  washer  and  bearing 
surfaces  of  the  rotary- valve  key  and  top  case,  lubricating 
a  point  that  has  usually  been  neglected,  and  that  when 
dry  and  gummy  offers  a  greater  resistance  to  the  turning 
movement,  sometimes,  than  a  dirty  rotary  valve  does. 

Rotary-valve  spring  30  holds  the  rotary  valve  and 
the  key  apart  from  each  other,  and  to  their  seats,  in  the 
absence  of  main-reservoir  pressure  in  the  brake-valve, 
and  this  has  the  good  effect  of  keeping  dirt  and  scale 
from  being  blown  on  the  seats  when  the  pump  is  started. 
The  HANDLE,  9,  contains  LATCH,  u,  which  fits  into 
notches  in  the  quadrant  of  the  top  case,  so  located  as 
to  indicate  the  different  positions  of  the  brake-valve 
handle;  HANDLE-LATCH  SPRING  10  forces  the  latch 
against  the  quadrant  with  sufficient  pressure  to  indicate 
each  position. 

In  referring  to  Fig.  22,  it  will  be  noticed  that  the 
removal  of  the  four  long  bolts  that  go  through  the  brake- 
valve  as  a  whole  will  not  permit  the  separation  of  the 
parts  of  the  brake-valve  proper.  The  plan  view  of  the 
rotary-valve  seat  in  Fig.  23  shows  the  location  of  these 

[no] 


The  E-T  Air-Brake  Pocket-Book 

bolt-ends  and  nuts,  27,  which  must  be  taken  off  to 
remove  the  brake-valve  proper  from  the  pipe  bracket; 
but  to  take  apart  the  body  sections  of  the  brake- valve, 
for  cleaning,  oiling,  etc.,  the  cap  screws,  28,  must  be 
removed,  and  these  are  shown  as  the  two,  plain,  hexa- 
gon screw-heads,  exactly  opposite  each  other  in  the 
flange  of  the  top  case. 

THE  EQUALIZING-DISCHARGE  VALVE.— If  the  engine- 
man  was  to  make  all  reductions  of  brake-pipe  pressure 
directly  through  the  rotary  valve  to  the  atmosphere,  as 
he  does  in  the  emergency  position,  he  would  have  to  exer- 
cise an  almost  impossible  skill  to  discharge  the  pressure 
rapidly  enough  with  a  long  train,  to  get  the  pistons  be- 
yond the  leakage  grooves  in  the  brake  cylinders,  and  yet 
not  fast  enough  to  cause  the  quick-action  triple  valves 
to  respond  with  their  emergency  action.  The  EQUAL- 
IZING-DISCHARGE VALVE,  that  has  been  an  integral  part 
of  all  Westinghouse  brake-valves,  manufactured  since 
1890,  automatically  discharges  the  brake-pipe  pressure 
during  seruice  applications  at  a  rate  of  flow  that  is  partly 
predetermined  in  the  construction  of  the  brake-valve, 
and  partly  governed  by  the  volume  of  brake-pipe  air 
that  is  being  reduced;  the  number  of  brake-pipe  pres- 
sure-pounds of  the  reduction  is  determined  by  the  length 
of  time  the  brake-valve  handle  is  permitted  to  remain 
in  the  service-application  position — with  the  older 

brake- valves,  about  5  pounds  per  second. 

[in] 


Equalizing-Discharge  Feature 

In  Fig.  23  the  lower  view  of  the  brake- valve  shows 
the  equalizing-discharge  mechanism  very  plainly;  there 
is  but  one  operating  piece,  the  EQUALIZING  PISTON,  15, 
with  its  PACKING  RING,  1 6,  the  lower  end  of  the  piston 
stem  forming  the  VALVE.  Under  the  piston  is  brake- 
pipe  pressure,  and  under  the  valve  is  atmospheric  air 
in  the  "  exhaust  fitting."  Above  the  piston  is  the  air 
of  CHAMBER  D,  which  in  the  running  position  of  the 
brake-valve  is  connected  to  brake-pipe  pressure,  and 
the  pressures  thus  being  equal  on  the  top  and  bottom 
sides  of  the  piston  (at  this  time),  it  remains  in  the  posi- 
tion shown  with  the  valve  seated. 

(Although  the  per- square-inch  pressures  are  equal 
on  both  surfaces  of  the  piston,  there  is  more  pressure 
on  the  top  than  on  the  under  side  by  just  the  area  of 
the  valve  at  the  end  of  the  stem  that  is  exposed  to  the 
atmosphere;  this  slight  difference  in  forces  insures  the 
proper  seating  of  the  valve.) 

There  must  be  substance  to  work  on,  always,  and 
chamber  D  must  have  volume — something  near  a  cubic 
foot  of  it — as  well  as  pressure;  but,  to  make  it  of  that 
size  the  brake-valve  would  take  up  too  much  room  in 
the  cab;  so,  chamber  D  is  made  as  small  as  possible- 
containing  room  merely  for  the  necessary  "lift"  of 
the  piston — and  another  chamber  is  provided  elsewhere 
(usually  outside  the  cab,  under  the  running  board), 
called  the  equalizing  reservoir,  in  size  lo-inch  by  14^- 

[112] 


The  E-T  Air-Brake  Pocket-Book 

inch  (formerly  made  lo-inch  by  1 2-inch),  which  is  in 
permanent  connection  with  chamber  D  by  a  f-inch 
pipe  leading  from  the  lower  union  of  the  GAUGE  AND 
EQUALIZING-RESERVOIR  TEE,  2i ;  and  to  the  upper 
union  of  this  tee,  or  fitting,  21,  is  connected  the  J-inch 
pipe  to  the  large  duplex  gauge,  the  pressure  of  chamber 
D  and  equalizing  reservoir  registering  by  the  black 
hand. 

The  legend  "black  hand,  equalizing  reservoir"  is  on 
the  face  of  this  gauge  in  the  No.  6  equipment;  in  all 
previous  locomotive-brake  equipments  the  legend  read 
"black  hand,  train  line"  (brake  pipe),  because,  in  the 
running  position  of  the  brake-valve  the  equalizing- 
reservoir  and  brake-pipe  pressures  are  always  the  same, 
and  previous  to  the  No.  6  equipment  there  was  no  other 
means  of  gauging  the  brake-pipe  pressure. 

Very  few  of  the  pipe  connections  and  ports  in  the 
brake- valve  are  to  be  seen  in  Fig.  23.  The  feed-valve 
pipe  connects  to  the  pipe  bracket  as  shown  in  the  pre- 
ceding piping  diagrams,  and  its  yo-pounds  pressure 
(brown)  comes  up  through  port  d  in  the  rotary-valve 
seat  (upper  view,  Fig.  23),  flowing  into  cavity  /  in  the 
face  of  the  rotary  valve,  which,  as  is  seen  in  the  lower 
view,  is  also  in  register  with  brake-pipe  port  b  in  the 
seat;  the  brake-pipe  connection  to  the  pipe  bracket  is 
nearly  under  port  c  in  the  rotary-valve  seat  with  which 
it  is  directly  connected:  note  this  in  the  upper  view, 

[113] 


Equalizing-Discharge  Valve 

and  that  a  cavity  through  the  interior  of  the  rotary- 
valve  seat  (indicated  by  yellow,  dotted  semicircles) 
connects  the  facing  ports,  b  and  c,  and  through  this 
route  the  feed-valve  pipe  pressure  (brown)  supplies 
the  brake-pipe  pressure  (yellow).  Cavity  k  in  the  face 
of  the  rotary  valve  now  connects  port  c  with  another 
and  smaller  port  in  the  seat — port  g — that  goes  straight 
down  into  chamber  D,  and  it  is  through  this  equalizing 
port,  g,  that  the  brake-pipe  and  equalizing-reservoir 
pressures  are  maintained  at  an  equality  while  the  brake- 
valve  is  in  running  position. 

The  movement  of  the  brake-valve  handle  to  Lap  Posi- 
tion causes  the  rotary  valve  to  blank  all  of  its  separable 
connections;  continuing  the  movement  to  Service- Ap- 
plication Position,  the  blanked  state  of  the  ports  re- 
ferred to  is  maintained;  there  is  no  feed  of  pressure  to 
the  brake  pipe.  Cavity  h  is  cored  through  the  rotary 
valve  from  its  annular  opening  that  faces  the  valve  seat 
to  the  central  port,  o,  that  is  directly  over  the  exhaust 
port,  EX,  in  the  center  of  the  rotary- valve  seat;  in 
service-application  position  port  h  in  the  valve  face  is  in 
register  with  the  preliminary-exhaust  port,  ey  in  the 
rotary-valve  seat  that  leads  down  into  chamber  D,  and 
it  is  through  this  connection  that  the  equalizing-reser- 
voir pressure  is  discharged  as  the  first  step  in  the  service 
discharge  of  brake-pipe  pressure. 

By  noting  closely,  it  will  be  seen  in  both  views  of  the 
[114] 


The  E-T  Air-Brake  Pocket-Book 

rotary-valve  seat  that  port  e  contains  a  bush  just  below 
the  level  of  the  seat,  with  a  comparatively  small  opening 
drilled  through  it  that  so  restricts  the  flow  of  air  from 
chamber  D  that  the  pressure  from  the  lo-inch  x  14^- 
inch  equalizing  reservoir  will  be  reduced  at  the  rate 
of  about  5  pounds  for  each  2  seconds  that  the  brake- 
valve  handle  remains  in  the  service-application  po- 
sition. 

As  the  pressure  in  chamber  D  begins  to  reduce,  the 
brake-pipe  pressure  under  the  equalizing  piston  becomes 
the  greater  and  the  piston  is  forced  upward,  unseating 
the  equalizing  valve  through  which  the  brake-pipe  air 
discharges  to  the  atmosphere  until  its  pressure  is  as 
low  as,  or  slightly  less  than,  the  pressure  remaining  in 
chamber  D,  when  the  piston  will  be  forced  downward 
again,  reseating  the  equalizing-discharge  valve  and 
terminating  the  reduction. 

Although  the  time  taken  by  the  engineman  in  making 
a  reduction  of  the  equalizing-reservoir  pressure  always 
amounts  to  the  same  number  of  seconds  to  cause  a 
given  number  of  pounds  reduction  of  brake-pipe  pres- 
sure, regardless  of  the  length  of  the  train,  after  returning 
the  brake-valve  to  the  lap  position  the  discharge  of  the 
latter  pressure  will  continue  for  a  time  proportionate 
to  the  volume  of  brake-pipe  air;  understanding  this, 
and  by  noting  results,  the  engineman  will  be  able  to 
make  a  close  guess  as  to  the  number  of  air-braked  cars 

[us-] 


Equalizing-Discharge  Valve 

under  his  control  by  the  duration  of  the  brake-pipe 
exhaust. 

The  equalizing-discharge  feature  plays  no  part  in 
making  an  emergency  application,  although  in  the  emer- 
gency position  of  the  brake-valve  the  equalizing-reser- 
voir pressure  is  exhausted ;  in  that  position  the  brake-pipe 
air  is  discharged  directly  to  the  atmosphere  through 
large  ports  in  the  rotary  valve  and  seat,  and  this  opera- 
tion will  be  explained  in  reference  to  the  rotary-valve 
charts  to  follow. 

The  arrangement  of  all  ports  in  the  rotary  valve  and 
seat,  and  air  passages  through  the  body  of  the  brake- 
valve,  should  be  thoroughly  understood  before  pro- 
ceeding further  than  Fig.  23,  with  the  preceding  piping 
diagrams  for  reference  in  remembering  the  pressure 
connections  of  the  brake- valve. 

The  (brown)  port,  d,  rn  the  rotary-valve  seat  is  di- 
rectly connected  with  the  feed-valve  pipe,  and  the 
(yellow)  port,  c,  with  the  brake  pipe,  and  the  flow  of 
air  from  the  former  to  the  latter  in  the  running  position 
has  been  explained;  the  passages  leading  from  ports 
c  and  d  down  to  the  pipe  connections  with  the  pipe 
bracket  are  shown  in  the  dotted  lines.  The  very  small 
port,  r,  in  the  seat  is  drilled  down  to  the  atmospheric 
exhaust  port,  and  when  the  brake -valve  is  in  release 
position  this  warning  port,  r,  is  connected  with  port  d 
by  another  port  in  the  face  of  the  rotary  valve,  and 

[116] 


The  E-T  Air-Brake  Pocket-Book 

the  sound  of  the  escaping  feed-valve  pressure  indicates 
to  the  engineman  that  the  brake-valve  is  not  in  the 
normal  carrying  position.  Port  u  in  the  seat  connects 
with  the  application-cylinder  pipe.  Port  /  in  the  seat 
connects  with  the  distributing-valve  release  pipe,  and 
in  running  position  is  in  register  with  port  h  in  the 
rotary  valve,  through  which  the  application  cylinder 
of  the  distributing  valve  has  temporary  connection  with 
the  atmosphere  via  the  large,  central  ports,  o  and  EX, 
in  the  rotary  valve  and  seat,  respectively.  The  small 
(red)  port,  p,  in  the  rotary-valve  seat,  quite  close  to 
the  large,  central  port,  EX,  leads  downward  and  out 
to  the  connection  with  the  pipe  to  the  diaphragm-valve 
chamber  of  the  excess-pressure  governor  top;  it  is 
given  the  red  color  because  in  release,  running  and  hold- 
ing positions  it  receives  main-reservoir  pressure  through 
port  s,  which  is  drilled  through  the  rotary  valve  and 
has  an  extended  cavity  in  the  valve  face  through  which 
the  connection  in  the  several  positions  is  maintained. 

Of  the  ports  in  the  rotary  valve  not  yet  alluded  to,  a 
is  cut  clear  through  the  valve,  and  in  release  position 
is  located  directly  over  port  b  in  the  seat,  permitting 
main-reservoir  air  from  over  the  rotary  valve  to  flow 
into  the  large  passages  to  the  brake  pipe  by  exactly 
the  same  route,  from  port  b  onward,  as  was  taken  by  the 
feed-valve  pressure  in  running  position.  Port  oc  is  a 
large  opening  in  the  face  of  the  rotary  valve,  with  a  wide, 


Ports  in  the  Rotary  Valve 

shallow  cavity  cored  out  of  the  interior  of  the  valve 
— fan-shaped,  as  indicated  by  the  dotted  lines — that 
reaches  inward  to  the  central  exhaust  port,  o;  when  the 
brake-valve  is  in  emergency-application  position  the 
facing  port,  xt  is  in  register  with  the  direct  brake-pipe 
port,  c,  in  the  seat,  this  connection  providing  the  heavy 
discharge  of  brake-pipe  pressure  to  the  atmosphere  that 
insures  quick  action  of  the  brakes.  Port  /  goes  through 
the  rotary  valve,  and  in  release  position  registers  with 
port  g  in  the  seat  so  that  main-reservoir  air  will  be 
temporarily  supplied  to  chamber  D  and  provide  a 
holding-down  pressure  above  the  equalizing  piston  as 
great  as  the  pressure  flowing  to  the  brake  pipe  beneath  it. 
As  stated,  port  k  is  a  cavity  in  the  face  of  the  rotary 
valve,  but  it  has  a  thin,  fan-shaped  extension  cored  in 
the  interior  of  the  valve,  shown  by  dot-and-dash  lines, 
that  connects  with  the  small  port,  n,  and  the  latter  is 
widened  and  lengthened  to  form  a  larger  cavity  in  the 
face  of  the  rotary  valve;  when  the  brake-valve  is  in 
emergency  position  the  facing  cavity  of  port  n  connects 
with  port  u  in  the  seat,  the  end  of  cavity  k  has  connected 
with  the  narrow  extension  of  the  feed-valve  port,  d,  in 
the  seat,  and  port  /  is  lying  over  port  d;  through  this 
combination  of  ports  main-reservoir  pressure,  entering 
port  /  at  the  top  of  the  rotary  valve,  finds  a  connected 
passage  to  the  application  cylinder  of  the  distributing 
valve  as  the  maintaining  pressure  heretofore  alluded  to. 

[nS] 


The  E-T  Air-Brake  Pocket-Book 

These  last- mentioned  ports  have  been  somewhat 
changed  in  configuration  in  the  rotary  valves  of  more 
recent  manufacture,  but  simply  as  an  improvement 
in  detail,  and  the  maintaining-pressure  supply  remains 
unchanged.  In  the  following  representations  of  the 
rotary  valve  in  its  several  positions  the  newer  arrange- 
ment of  those  ports  will  be  used,  as  the  later  design  is 
easier  to  understand. 

THE  ROTARY  VALVE. — The  six  plates  that  follow 
are  plan  views  of  the  rotary- valve  seat  of  the  H-6  brake- 
valve,  seen  through  a  transparent  rotary  valve  in  its 
six  operating  positions.  The  gray  tint  represents  the 
ROTARY  VALVE,  and  the  ports  that  are  cut  vertically 
through  it  from  top  to  face  show  the  ROTARY-VALVE 
SEAT  as  plain  white.  All  ports  and  passages  in  the 
ROTARY  VALVE  are  indicated  in  red  outline;  those  that 
are  cut  clear  through  are  in  continuous  red  lines;  red, 
dotted  lines  show  ports  and  cavities  in  the  face  of  the 
rotary  valve;  and  red  dot-and-dash  lines  indicate  ports 
and  cavities  in  the  interior  of  the  rotary  valve.  Ports 
and  cavities  in  the  ROTARY-VALVE  SEAT  are  in  black 
outline,  the  dot-and-dash  lines  indicating  cavities  below 
the  surface  of  the  seat. 

Reference  numbers  and  letters  are  avoided  as  far 
as  possible  in  these  transparencies;  the  names  of  the 
several  ports  in  the  rotary-valve  seat  are  printed  plainly 
thereon,  but  no  words,  figures  nor  letters  appear  in 

[119] 


Rotary  Valve.     Release  Position 

connection  with  the  ports  in  the  rotary  valve,  to  pre- 
vent confusion,  and  further  the  appearance  of  its 
transparency;  it  is  to  be  presumed  that  the  student 
has  already  become  familiar  with  the  appearance  and 
positions  of  these  ports,  and  their  names  or  reference 
letters;  however,  in  the  following  explanations  of  the 
several  positions  of  the  rotary  valve,  when  its  ports 
may  be  alluded  to  by  reference  letters  that  have  not  been 
memorized,  the  student  is  referred  back  to  Fig.  23. 
The  rotary-valve  handle  is  of  the  same  gray  color  that 
represents  the  rotary  valve,  with  red  outline,  and  its 
operative  positions  are  indicated  by  the  six  radial  lines 
with  the  words  release,  running,  holding,  lap,  service, 
and  emergency. 

In  Fig.  25,  as  the  handle  shows,  the  rotary  valve  is 
in  Release  Position.  The  two  large  ports  in  the  rotary- 
valve  seat  worded  "to  brake  pipe"  are  connected  by 
a  large  cavity  beneath  the  surface,  indicated  by  the 
broken,  black  lines  in  half  circles,  with  the  brake-pipe 
connection  directly  beneath  the  right-hand  port;  the 
large  port  that  opens  vertically  through  the  rotary  valve 
is  now  in  exact  register  with  the  left-hand  brake-pipe 
port  in  the  seat,  and  as  main-reservoir  pressure  is  al- 
ways present  on  the  top  of  the  rotary  valve,  its  route 
in  flowing  directly  to  the  brake  pipe  is  plainly  traced. 
The  equalizing  reservoir  is  also  receiving  main-reser- 
voir pressure,  as  port  j  that  goes  through  the  rotary 

[120] 


The  E-T  Air-Brake  Pocket-Book 

valve  is  directly  over  the  port  to  chamber  D  in  the 
seat;  port  /  is  extended  as  a  short  cavity  in  the  face  of 
the  rotary  valve,  in  order  that  main-reservoir  pressure 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 

FIG.  25. — H-6  Brake- Valve.     Top  view  of  transparent  rotary  valve, 
and  plan  view  of  rotary-valve  seat.     Release  position. 

will  continue  to  feed  to  chamber  D  when  the  brake- 
valve  handle  is  moved    toward   running   position,  as 

[121  ] 


Rotary  Valve.    Release  Position 

long  as  the  same  pressure  is  flowing  to  the  brake  pipe 
—these  are  the  equalizing  ports.  Port  s  is  the  third 
and  smallest  of  the  three  that  are  cut  through  the 
rotary  valve  vertically;  it  lies  to  the  left  of  and  very 
close  to  the  large,  central  exhaust  cavity,  with  a  connect- 
ing groove  in  the  face  of  the  rotary  valve,  the  farther 
end  of  which  in  this  position  overlies  the  port  in  the 
seat  that  leads  to  the  pipe  connection  with  the  excess- 
pressure  head  of  the  pump  governor,  and  supplies  the 
main-reservoir  pressure  that  controls  the  action  of  the 
pump  while  the  brake-valve  handle  is  in  release  position. 
The  very  large  cavity,  /,  in  the  face  of  the  rotary  valve 
now  covers  the  feed-valve  port  in  the  rotary-valve  seat, 
and  overlaps  a  greater  area  of  the  seat  that  includes 
the  warning  port  through  which  the  feed-valve  air 
discharges  into  the  atmospheric  outlet  of  the  large, 
emergency  exhaust  port,  giving  warning  of  the  possi- 
bility of  brake-pipe  overcharge. 

Except  for  this  connection  with  the  warning  port, 
in  release  position  of  the  brake- valve  the  feed -valve 
pipe  is  blanked  against  any  delivery  of  its  air;  and  in 
case  the  feed  valve  leaked  through — never  so  slightly 
— the  feed-valve  pipe  would  accumulate  a  pressure  in 
excess  of  70  pounds — possibly  main-reservoir  pressure 
— which  would  prevent  the  excess-pressure  top  of  the 
governor  from  closing-off  steam  from  the  pump; 
this  would  be  particularly  undesirable  in  descending 

[122] 


The  E-T  Air-Brake  Pocket-Book 

heavy  grades,  when  it  is  sometimes  desired  to  charge 
the  train  line  to  90  pounds  by  leaving  the  brake-valve 
in  release  position.  Any  leak  through  the  feed  valve 
that  would  not  be  manifest  in  running  position,  however, 
will  be  disposed  of  by  the  blow-off  through  the  warning 
port. 

In  Fig.  26  the  brake  valve  has  been  moved  to  Run- 
ning Position,  the  large  supply-port,  a,  and  the  equal- 
izing port,  j,  in  the  rotary  valve  are  now  blanked  on  the 
rotary-valve  seat,  cutting  off  the  direct  flow  of  main- 
reservoir  pressure  to  brake  pipe  and  chamber  D.  The 
large,  adjoining  ports  in  the  seat — "to feed  valve"  and 
"to  brake  pipe,"  have  been  brought  into  conjunction 
by  the  very  large  cavity,  /,  in  the  face  of  the  rotary 
valve,  through  which  the  brake  pipe  is  now  being 
supplied  with  air  from  the  feed  valve  that  limits  it  to 
yo-pounds  pressure.  The  state  of  equalization  of  the 
brake-pipe  and  chamber-D  pressures  is  still  main- 
tained :  in  this  position,  through  cavity  k  in  the  face  of 
the  rotary  valve,  which  connects  the  right-hand  brake- 
pipe  port  in  the  seat  with  port  g,  also  in  the  seat,  that 
is  worded — "to  chamber  D."  In  this,  the  latest  model 
of  the  H-6  rotary-valve,  port  k  is  in  permanent  connec- 
tion with  a  twin,  but  somewhat  smaller,  port,  n,  by  a 
narrow  groove  in  the  face  of  the  rotary  valve,  providing 
the  same  service  in  a  much  simpler  and  easier  understood 
manner  than  the  former  arrangement;  port  n,  however, 


Rotary  Valve.    Running  Position 

is  only  brought  into  play  in  the  position  of  emergency 
application.  The  long,  tunnel-like  cavity  through  the 
rotary  valve  from  port  h  in  the  face  to  the  large,  central 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 

FIG.  26. — H-6  Brake-Valve.     Top  view  of  transparent  rotary  valve, 
and  plan  view  of  rotary-valve  seat.     Running  position. 

exhaust -cavity,  now  connects  the  latter  with  the  port 
in  the  seat,  "to  dis.-valve  exhaust" —  that  is,  to  the  dis- 
[124] 


The  E-T  Air-Brake  Pocket-Book 

tributing-valve  release  pipe;  and  it  is  through  this 
connection  that  the  application-cylinder  pressure  is 
exhausted  when  the  brake-pipe  recharge  forces  the 
lower,  or  triple-valve,  portion  of  the  distributing  valve 
into  release  position,  and  thereby  effects  the  release  of 
the  locomotive  brake.  The  port  in  the  rotary-valve 
seat  connecting  with  the  pipe  to  "excess-pressure  gov- 
ernor head"  is  still  receiving  main-reservoir  pressure 
through  port  s  in  the  rotary  valve  and  its  lengthened 
cavity  in  the  valve  face,  and  the  low-pressure  feature 
of  the  governor  is  still  controlling  the  action  of  the 
pump.  All  other  ports  are  blanked  between  the  face 
and  seat  of  the  rotary  valve. 

The  movement  of  the  brake-valve  handle  from  run- 
ning position  to  Holding  Position  (Fig.  27),  while  shift- 
ing all  ports  in  the  rotary  valve  a  short  distance,  does 
not  separate  any  of  the  connections  that  were  held  in  the 
former  position — except  one:  the  "dis. -valve  exhaust" 
port  in  the  rotary-valve  seat  is  cut  off  from  the  atmos- 
pheric port  in  the  center  of  the  brake-valve  by  the  shift 
of  the  formerly  connecting  port,  h,  which  is  now  blind 
on  the  rotary-valve  face.  Holding  position,  thus  be- 
comes another  running  position,  so  far  as  the  common 
functions  of  the  brake-valve  are  concerned  (although  a 
lesser  area  of  the  feed-valve  port  is  now  opened  in 
connection  with  the  left-hand  brake-pipe  port  in  the 
seat),  but  it  permits  those  functions  while  retaining 

[125] 


Rotary  Valve.  Holding  Position 

the  application  of  the  locomotive  brake,  by  the  closing 
of  the  distributing- valve  release  port;  to  secure  this 
holding  effect,  the  brake-valve  handle  must  be  brought 


^""PRELIMINARY 

EXHAUST    f- 

AJ 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 


FIG   27.  —  H-6  Brake-  Valve.     Top  view  of  transparent  rotary  valve, 
and  plan  view  of  rotary-valve  seat.     Holding  position. 

from    release    position    directly   to  Holding    Position, 
passing  the  running  position  quickly  so  that  none  of 


The  E-T  Air-Brake  Pocket-Book 

the  application-cylinder  pressure  will  be  discharged. 
The  small  port,  s,  through  the  rotary  valve  is  now  in 
exact  register  with  the  port  in  the  seat  connecting  with 
the  "excess-pressure  governor  head";  and  we  have 
found  that  in  the  three  positions  of  the  brake-valve  in 
which  pressure  is  supplied  to  the  brake  pipe,  main- 
reservoir  pressure  flows  to  the  excess-pressure  top  of 
the  pump  governor,  with  the  effect  of  regulating  that 
pressure  at  its  minimum  figure. 

The  position  of  the  rotary- valve  handle  in  Fig.  28 
shows  that  the  brake  valve  is  in  the  Lap  Position.  No 
pressure  is  supplied  to  the  brake  pipe,  as  the  large, 
main-reservoir  supply  port  through  the  rotary  valve  is 
blind  on  the  seat,  and  the  large  cavity,  /,  in  the  face  of 
the  rotary  valve  no  longer  connects  the  feed-valve  and 
brake-pipe  ports  in  the  seat.  Cavity  k  in  the  face 
of  the  rotary  valve,  while  still  lying  over  the  port  to 
chamber  D,  no  longer  connects  the  latter  with  the  right- 
hand  brake-pipe  port  in  the  rotary-valve  seat.  The 
small  port,  s,  through  the  rotary  valve  has  finally 
parted  with  the  port  in  the  seat  that  is  designated  "to 
excess-pressure  governor  head,"  thus  closing  off  the 
supply  of  main-reservoir  pressure  to — and,  in  effect, 
cutting  out — that  portion  of  the  governor,  and  per- 
mitting the  pump  to  increase  the  main-reservoir  pres- 
sure to  the  amount  permitted  by  the  high-pressure 
top  of  the  governor.  The  location  of  port  y,  now,  over 

[127] 


Rotary  Valve.      Lap  Position 

the  end  of  the  channel  that  is  an  extension  of  the  feed- 
valve  port  in  the  seat,  is  without  results  further  than 
that  it  fills  the  feed-valve  port,  and  pipe  connecting, 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 


FIG.  28. — H-6  Brake- Valve.      Top  view  of  transparent  rotary  valve 
and  plan  view  of  rotary-valve  seat.     Lap  position. 

with   main-reservoir  pressure,    and   this  introduces   a 

possibility  that  was  not  contemplated:    In  the  No.   6 
[128] 


The  E-T  Air-Brake  Pocket-Book 

equipment,  port  p  in  the  rotary-valve  seat  and  the  pipe 
that  connects  it  with  the  excess-pressure  governor  top 
could  have  been  omitted,  and  the  other  small  pipe  from 
main  reservoir  direct  to  the  high-pressure  governor 
top  should  then  have  branched  to  the  diaphragm-valve 
chambers  of  both  governor  tops;  with  the  brake- valve 
in  service  and  emergency  positions,  the  delivery  of  main- 
reservoir  pressure  to  the  feed-valve  port  as  just  de- 
scribed in  the  lap  position,  continues,  and  in  charging 
the  regulating-spring  chamber  of  the  excess-pressure 
governor  top  with  the  maximum  pressure  that  portion 
of  the  governor  is  cut  out  just  as  effectively  as  by  the 
blanking  of  port  p  in  the  rotary-valve  seat. 

The  short  movement  of  the  brake-valve  handle 
from  the  position  of  lap  to  Service-Application  Position, 
represented  in  Fig.  29,  does  not  change  the  relations 
of  the  ports  in  the  rotary  valve  and  seat  that  existed  in 
the  former  position,  except  that  it  brings  port  h  in  the 
face  of  the  rotary  valve  directly  over  the  "preliminary 
exhaust"  port  in  the  seat;  equalizing-reservoir  pressure 
from  chamber  D  now  flows  upward  through  the  pre- 
liminary-exhaust port  into  port  h,  and  through  its  long, 
connecting  cavity  in  the  interior  of  the  rotary  valve  to 
the  large,  central  exhaust  cavity,  and  thence  to  the 
atmosphere;  as  heretofore  explained,  this  reduction 
of  equalizing-reservoir  pressure  causes  an  equal  pres- 
sure reduction  of  the  brake-pipe  air,  and  when  the 

[129] 


Rotary  Valve.    Service  Application 

former  has  been  sufficiently  reduced — as  indicated  by 
the  black  hand  of  the  large  duplex  gauge — the  brake- 
valve  handle  must  be  returned  to  the  lap  position,  to 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 

FIG.  29. — H-6  Brake- Valve.     Top  view  of  transparent  rotary  valve, 
and  plan  view  of  rotary-valve  seat.     Service-application  position. 


stop  the  further  discharge  of  equalizing-reservoir  pres- 
sure and  limit  the  power  of  the  application. 
[130] 


The  E-T  Air-Brake  Pocket-Book 

Service-application  position  is  usually  taken,  for  the 
initial  reduction,  by  bringing  the  brake-valve  handle 
directly  there  from  the  running  position;  but  after  re- 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 

FIG.  30.— H-6  Brake- Valve.  Top  view  of  transparent  rotary  valve, 
and  plan  view  of  rotary-valve  seat.  Emergency-application 
position. 

turning  the  handle  to  lap  position,  any  further  reductions 
will  start  from  that  position,  as  described. 


Rotary  Valve.    Emergency  Application 

The  sixth  and  last  position  of  the  brake- valve  handle 
toward  the  right,  is,  as  shown  in  Fig.  30,  Emergency- 
Application  Position,  in  which  the  effect  is  to  apply 
the  brakes  with  heaviest  force  and  quickest  action, 
and  is  usually  taken  direct  from  running  position. 
Same  as  in  the  last  two  preceding  positions,  all  supply 
of  pressure  to  the  brake  pipe  is  closed  off;  the  excess- 
pressure  governor  top  is  still  cut  out  from  main-reser- 
voir connection ;  port  and  passage  h  to  the  atmospheric 
exhaust  cavity  in  the  center  of  the  rotary  valve  is  no 
longer  in  connection  with  the  preliminary-exhaust  port 
in  the  seat,  but  the  equalizing-reservoir  pressure  is 
being  discharged  through  the  small  port  in  the  face, 
and  its  short,  interior  cavity  of  the  rotary  valve  that 
connects  the  port  in  the  seat  "to  chamber  D"  with 
the  large,  central  "emergency  exhaust  port"  leading 
out  to  the  atmosphere.  The  principal  feature  in 
this  position  is  the  heavy  discharge  of  brake-pipe 
pressure  directly  to  the  atmosphere  through  the 
rotary  valve;  the  large  cavity,  x,  in  the  face  of  the 
rotary  valve  now  lies  in  even  register  with  the  right- 
hand  brake-pipe  port  in  the  rotary-valve  seat — the 
port  closest  to  the  brake-pipe  connection;  this  port, 
x,  is  continued  as  an  interior  cavity  cored  within  the 
rotary  valve  that  connects  with  the  central  "emergency 
exhaust "  port,  and  hence  the  name  of  the  latter,  for 
the  brake-pipe  pressure  takes  this  route  through 


The  E-T  Air-Brake  Pocket-Book 

the  rotary  valve  to  the  atmosphere  at  emergency 
applications. 

The  maintaining  pressure  that  is  supplied  to  the  appli- 
cation cylinder  of  the  distributing  valve,  when  the  brake 
valve  is  in  emergency  position,  has  a  tortuous  passage 
in  getting  through  the  rotary  valve;  the  main-reservoir 
pressure  upon  the  rotary  valve  passes  through  it  via 
port  j,  and  gives  the  maximum  pressure  charge  to  the 
feed-valve  port  in  the  seat,  a  condition  that  was  initiated 
in  the  lap  position,  as  explained  in  connection  therewith ; 
but  now  the  rotary  valve  has  turned  far  enough  that 
port  k  in  the  face  of  the  rotary  valve  is  overlapping  the 
end  of  the  channel  branching  from  the  feed- valve  port 
in  the  seat  and  receiving  main-reservoir  pressure  there- 
from, which  flows  from  port  k  to  its  twin  port,  n,  through 
the  small,  restricting-port  that  connects  these  two 
concentric  ports  in  the  face  of  the  rotary  valve;  from 
port  n  the  maintaining  pressure  flows  into  the  port  in 
the  seat  designated  "to  application  cylinder"  which 
connects  with  the  application-cylinder  pipe  leading  to 
the  distributing  valve. 

The  small  port  connecting  the  twin  grooves,  k  and 
n,  in  the  face  of  the  rotary  valve  is  known  as  the  blow- 
down  timing  port,  as  in  addition  to  building  up  the  appli- 
cation-cylinder pressure  at  emergency  applications- 
raising  it  several  pounds  above  the  65  pounds  at  which 
the  pressure  chamber  and  application  cylinder  equalize 

[133] 


The  Blow-Down  Timing  Port 

—it  serves  at  emergency  applications  of  the  High- 
Speed  brake  to  so  restrict  the  blow-down  of  applica- 
tion-cylinder pressure  as  to  give  approximately  the 
same  time  between  the  maximum  and  minimum  that 
is  obtained  in  the  use  of  the  high-speed  reducing 
valve. 


[134] 


The  E-T  Air-Brake  Pocket-Book 


THE   S-6  INDEPENDENT   BRAKE-VALVE. 

Fig.  3 1  is  a  top  view  of  the  S-6  INDEPENDENT  BRAKE 
VALVE  used  in  the  No.  6  E-T  LOCOMOTIVE-BRAKE 
EQUIPMENT,  with  a  diagram  of  the  five  operating  posi- 
tions of  the  rotary- valve  handle;  Fig.  32  is  a  photo- 
graphic view  of  the  brake-valve  complete;  in  Fig.  33 
the  valve  is  shown  removed  from  its  pipe  bracket;  and 
Fig.  34  represents  a  sectional  view  of  the  complete 
brake-valve,  with  another  view  from  the  top  as  a  plan 
of  the  rotary-valve  seat,  and  a  transparent  plan  view 
of  the  rotary  valve. 

Like  the  automatic  brake- valve,  the  two  body  sections 
of  the  independent  brake-valve  are  held  together  by 
cap  screws,  independent  of  the  longer  bolts  that  bind 
the  brake-valve  proper  to  the  pipe-bracket  section ;  and 
in  general  construction  the  two  brake-valves  are  quite 
similar,  including  the  handles,  facilities  for  oiling,  etc. 

Referring  to  Fig.  31,  the  farthest  position  of  the  handle 
to  the  left  is  Release,  and  it  is  only  necessary  to  use  this 
position  when  the  automatic  brake- valve  is  in  some 
other  than  running  position,  and  it  is  desired  to  release 
the  locomotive  brake;  the  release  position  should  be 
used,  however,  whenever  the  locomotive  brake  remains 
applied  undesirably  and  the  automatic  brake-valve  is  in 
running  position,  as  may  happen  on  the  second  engine 

[135] 


S-6  Independent  Brake- Valve 

in  double-heading.  Release  position  discharges  the 
application-cylinder  pressure  directly  to  the  atmos- 
phere through  the  exhaust  port  in  the  center  of  the 
bottom  of  the  independent  brake-valve;  the  handle 
will  not  remain  in  release  position  unless  held  there, 
a  coil  spring  within  the  housing  of  the  valve  body 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 

FIG.  81. — S-6  Independent  Brake- Valve.     Positions  of  rotary- valve 
handle. 

turning  the  rotary  valve  to  running  position  when  the 
hand  is  removed  from  the  handle. 

Running  Position   is    second,  and  the  position    in 
which  the  handle  is  standing  as  shown  in  the  cut;   it 
should  always  be  left  in  this  position,  except  when  the 
[136] 


The  E-T  Air-Brake  Pocket-Book 

independent  brake  is  applied,  as  a  port  in  its  rotary 
valve  connects  the  distributing-valve  release  pipe 
through  to  the  automatic  brake-valve,  thus  admitting  of 
the  release  of  the  locomotive  brake  in  running  position, 
if  the  automatic  brake-valve  is  also  in  running  position. 
Ordinarily,  therefore  in  operating  the  independent  loco- 
motive brake  its  release  is  secured  simply  by  replacing 
the  independent  brake-valve  in  running  position. 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 

FIG.  32— S-6  Independent  Brake- Valve,  Complete. 

In  the  third,  or  Lap,  Position,  the  distributing- valve 
release  pipe  routing  is  discontinued  beyond  the  rotary 
of  the  independent  brake-valve,  all  the  ports  of  which 
are  blanked  except  the  receiving  port  for  reducing-valve 
pressure;  in  this  condition,  at  an  automatic  application 
nothing  unusual  would  be  effected;  but  the  locomotive 
brake  could  not  be  released  by  returning  the  automatic 

[137] 


Positions  of  Brake- Valve  Handle 

brake-valve  handle  to  running  position,  until  the  inde- 
pendent brake-valve  should  be  replaced  in  running 
position,  also. 

The  fourth  is  Slow- Application  Position;  a  very 
small  port  in  the  rotary  valve  permits  reducing-valve 
pressure  to  flow  quite  gradually  to  the  application  cylin- 
der of  the  distributing  valve,  permitting  very  fine  gradu- 
ating of  the  power  applied  to  the  locomotive  brake. 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 

FIG.  33. — S-6  Independent  Brake- Valve.  Removed  from  pipe  bracket 

In  the  fifth,  or  Quick-Application  Position,  the 
supply  of  reducing-valve  pressure  to  the  distributing 
valve  is  given  quickly,  through  a  larger  port  in  the  rotary 
valve,  and  as  it  results  in  a  sudden  and  heavy  application 
of  the  locomotive  brake  this  position  should  be  used 
with  judgment;  there  is  but  little  danger  of  the  rotary 
valve  being  moved  to  this  position  when  the  slow- appli- 
cation position  is  intended,  as,  when  the  handle  passes 
[138] 


Fig.  34 


REDUCING  DISTRIBUTING        DISTRIBUTING          APPLICATION         ATMOSPHERIC 

VALVE  VALVE  VALVE  CYLINDER 

PRESSURE  EXHAUST  EXHAUST  PRESSURE 

DISTRIBUTING   VALVE        DRAKE  VALVE 

FIG.  34.— S -6  Independent  Brake- Valve.  Sectional  elevation,  plan 
view  of  rotary-valve  seat,  and  transparent  plan  view  of  rotary 
valve. 

Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 


The  E-T  Air-Brake  Pocket-Book 

the  latter  position  the  coil  spring  within  the  valve  body 
is  again  encountered;  some  force  is  necessary  to  bring 
the  handle  to  the  quick  application  position,  and 
when  the  hand  is  removed  the  brake-valve  will  rotate 
back  to  the  slow-application  position. 

Like  the  automatic  brake-valve,  the  S-6  Independent 
Brake- Valve  is  removable  for  repair,  etc.,  without  any 
pipe  joints  having  to  be  disconnected.  Fig.  32  shows 
the  valve  complete;  and  in  Fig.  33  it  is  shown  separated 
into  the  brake-valve  proper,  and  the  lower  section,  or 
pipe  bracket,  which  carries  the  supporting  stud-bolt. 

Fig.  34  shows  a  vertical  section  through  the  INDE- 
PENDENT BRAKE-VALVE,  and  a  horizontal  section 
through  the  valve  body  on  the  plane  of  the  rotary-valve 
seat,  with  rotary  valve  removed  and  shown  aside  as  a 
transparent,  top  or  plan  view.  In  the  sectional  views 
the  pipe  connections  and  positions  of  the  Iiandle  are 
indicated.  The  names  of  the  parts  are : 

2,  PIPE  BRACKET;  3,  ROTARY- VALVE  SEAT;  4, 
VALVE  BODY;  5,  RETURN-SPRING  CASING;  6,  RETURN 
SPRING;  7,  COVER;  8,  CASING  SCREW;  9,  ROTARY 
VALVE;  10,  ROTARY- VALVE  KEY;  n,  ROTARY- VALVE 
SPRING;  12,  KEY  WASHER;  13,  UPPER  CLUTCH;  14, 
HANDLE  NUT;  15,  HANDLE;  16,  LATCH  SPRING; 
17,  LATCH  SCREW;  18,  LATCH;  19,  COVER  SCREW; 
20,  OIL  PLUG;  21,  BOLT  AND  NUT;  22,  BRACKET  STUD; 
23,  BRACKET- STUD  NUT;  24,  UPPER  GASKET;  25, 

[139] 


Independent  Brake- Valve.    Details 

LOWER  GASKET;    26,  LOWER  CLUTCH;    27,  RETURN- 
SPRING  STOP;   28,  CAP  SCREW. 

Unlike  the  automatic  brake-valve,  the  air-pressure 
.  supply  does  not  pass  up  through  a  port  in  the  different 
sections  of  the  INDEPENDENT  BRAKE- VALVE  BODY  and 
come  upon  the  rotary  valve  direct;  this  reducing-valve 
pressure  (45  pounds),  from  its  pipe  connection  with  the 
bracket  section,  flows  up  through  a  passage  to  port  b 
and  its  channelled  extension  in  the  rotary-valve  seat 
that  connects  with  port  e  in  the  rotary  valve  in  all 
positions;  port  e  includes  a  groove  in  the  face  of 
the  rotary  valve  and  a  port  extending  vertically  through 
it,  by  means  of  which  the  reducing-valve  pressure 
flows  to  the  top  of  tfte  rotary  valve  at  all  times,  thus 
holding  it  to  its  seat.  Port  a  leads  to  that  section  of  the 
distributing-valve  release  pipe  that  goes  to  the  distribu- 
ting valve  (connection  IV — distributing- valve  charts), 
and  port  c  leads  to  the  other  section  of  this  pipe  that 
goes  to  the  automatic  brake-valve  (connection  III— 
Fig.  23).  Port  d  leads  to  the  application-cylinder  pipe 
to  the  distributing  valve  (connection  II — dist.-valve 
charts).  Port  h  in  the  center  of  the  rotary-valve  seat 
is  the  exhaust  port,  leading  directly  down  to  the  atmos- 
phere beneath  the  brake- valve.  The  "warning  port" 
k,  also  leads  to  the  atmosphere.  The  long,  radial 
groove,  g,  in  the  face  of  the  rotary  valve  is  always  in 

communication  with  the  atmosphere  through  its  per- 
[140] 


The  E-T  Air-Brake  Pocket-Book 

manent  connection  with  the  central  exhaust  port,  h. 
Port  m  in  the  face  of  the  rotary  valve  is  connected  with 
the  channel,  e,  by  a  small,  interior  port.  F  is  a  chan- 
nelled cavity  in  the  face  of  the  valve;  and  /  is  a  port 
through  the  rotary  valve  from  top  to  face,  where  it  is 
extended  as  a  short  groove. 

In  Figs.  35,  36,  37,  38,  and  39,  the  functions  of  the 
INDEPENDENT  BRAKE- VALVE  in  its  five  operative 
positions  are  exemplified  by  views  of  the  rotary 
valve  as  transparencies,  and,  through  it,  the  rotary- 
valve  seat.  In  connection  with  this  study,  reference 
should  be  made  to  the  piping  diagram,  and  distributing- 
valve  chart,  that  represent  the  effects  of  operation  of 
the  brake-valve  in  each  position  as  taken  up. 

The  red  lines  indicate  ports  and  cavities  in  the  ROTARY 
VALVE,  the  unbroken  lines  representing  ports  that  pass 
clear  through  the  valve  from  top  to  face;  dotted  lines 
indicate  cavities  that  are  channelled  out  in  the  face 
of  the  valve;  and  dot-and-dash  lines  indicate  passages 
in  the  interior  of  the  rotary  valve  that  are  used  to  con- 
nect facing  ports.  The  ports  and  cavities  in  the  ROTARY- 
VALVE  SEAT  are  shown  in  black  lines. 

Referring  to  Fig.  35,  Release  Position  of  the  Inde- 
pendent Brake- Valve:  the  groove  in  the  rotary- valve 
seat  that  is  a  part  of  the  " reducing-valve  pressure"  port 
is  always  in  connection  with  the  large  port,  e,  through 
the  rotary  valve,  either  directly  or  through  the  groove 

[141] 


Rotary  Valve.     Release  Position 

in  the  face  of  the  valve,  and  its  extended  cavity  as  in 
Fig.  35,  by  means  of  which  the  reducing- valve  pressure 
flows  on  top  of  the  rotary  valve,  serving  at  present  only 
to  hold  it  to  its  seat,  but  ready  for  use  when  an  independ- 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 

FIG.  35. — S-6  Independent  Brake- Valve.  Top  view  of  transparent 
rotary  valve,  and  plan  view  of  rotary-valve  seat.  Release  posi- 
tion. 

ent  application  is  made.  The  long,  radial  groove,  g,  in 
the  face  of  the  rotary  valve  is  now  connecting  the 
"application-cylinder"  port  in  the  seat  with  the  atmos- 
pheric exhaust-port  h  in  the  center  of  the  valve  seat, 
[142] 


The  E-T  Air-Brake  Pocket-Book 

thus  discharging  the  pressure  from  the  application 
cylinder  of  the  distributing  valve  at  the  independent 
brake-valve,  and  releasing  the  locomotive  brake  under 
any  circumstances  of  its  application,  regardless  of  the 
position  of  the  automatic  brake-valve  handle.  The 
small  "warning  port"  through  the  rotary  valve  is  now 
in  register  with  the  similarly  designated  port  in  the 
seat,  providing  a  slight  discharge  of  reducing-valve 
pressure  to  the  atmosphere,  the  noise  from  which 
serves  to  warn  the  engineer  that  the  independent 
brake-valve  is  in  a  position  in  which  the  locomotive 
brake  would  immediately  release  after  any  manner 
of  automatic  application;  the  warning  feature  acting  as 
a  safeguard  in  case  the  return  spring  should  become 
broken. 

It  will  be  noticed  that  the  route  of  the  distributing- 
valve  release  pipe  from  distributing  valve  to  automatic 
brake- valve  is  broken  in  this  position,  by  the  separation 
of  the  two  ports  in  the  seat  indicated  as  the  independent 
brake-valve  terminals  of  the  piping — the  sections  lead- 
ing to  distributing  valve,  and  automatic  brake-valve, 
respectively. 

In  Fig.  36  the  return  spring  has  rotated  the  INDE- 
PENDENT BRAKE- VALVE  to  Running  Position;  in  this, 
the  second  operative  position,  ports  e  in  the  rotary 
valve,  and  b  in  the  seat,  are  still  in  connection  to  provide 
the  supply  of  reducing-valve  pressure  above  the  rotary 

[143] 


Rotary  Valve.     Running  Position 

valve;  but  the  "application-cylinder"  port  and  "warn- 
ing port"  in  the  seat  are  now  blanked  under  the  face 
of  the  rotary  valve. 

No  positive  work  is  performed  by  the  independent 


Copyright,  1909,  by  The  Norman  \V.  Henley  Publishing  Co. 

FIG.  36. — S-6  Independent  Brake-Valve.  Top  view  of  transparent 
rotary  valve,  and  plan  view  of  rotary-valve  seat.  Running 
position. 

brake-valve  in  this  position;  in  ordinary  switching 
service  it  is  used  to  release  the  locomotive  brake,  but 
this  is  not  positive,  and  depends  upon  the  automatic 
brake-valve  also  being  in  running  position.  It  is  the 


The  E-T  Air-Brake  Pocket-Book 

regular  carrying  position  of  the  handle,  featured  as  the 
only  position  in  which  the  distributing-valve  release  pipe 
has  an  open  route  through  the  independent  brake-valve 
to  the  automatic  brake-valve,  the  channel,  /,  in  the  face 
of  the  rotary  valve  of  the  former  now  connecting  the 
two  ports  in  the  seat  leading,  as  indicated,  to  the  two 
sections  of  the  pipe  running  to  the  distributing  valve, 
and  automatic  brake-valve,  respectively.  As  it  is  only 
through  this  port  connection  that  locomotive-brake 
release  can  occur  when  the  automatic  brake-valve  is 
placed  in  running  position,  it  is  very  important  that  the 
independent  brake-valve  shall  be  carried  in  running 
position,  always,  when  not  being  used. 

It  is  apparent  that  the  INDEPENDENT  BRAKE-VALVE 
can  release  the  locomotive  brake  in  one  position  under 
any  circumstances,  and  in  two  positions  when  the  auto- 
matic brake-valve  is  in  running  position ;  in  the  latter 
case,  after  an  independent  application  the  return  of 
the  independent  brake-valve  to  running  position  per- 
mits the  application-cylinder  pressure — which  at  that 
time  is  in  the  distributing-valve  release  pipe  as  far  as 
the  INDEPENDENT  BRAKE-VALVE — to  pass  through  the 
continuation  of  that  pipe  to  the  automatic  brake-valve, 
and  through  its  rotary  valve  to  the  atmosphere;  brake- 
cylinder  pressure  being  equally  discharged  at  the  ex- 
haust port  of  the  distributing  valve. 

The  third  position  of  the  INDEPENDENT  BRAKE- 

[  145  ] 


Rotary  Valve.      Lap  Position 

VALVE  is  Lap,  as  represented  in  Fig.  37.  This  is  a 
negative  position,  in  which  all  ports  are  closed — except, 
of  course,  the  ports  for  the  reception  and  passage  of 
reducing-valve  pressure  to  the  top  of  the  rotary  valve. 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  C 


FIG.  37. — S-6  Independent  Brake- Valve.     Top  view  of  transparent 
rotary  valve,  and  plan  view  of  rotary-valve  seat.     Lap  position. 

The  distributing-valve  release  pipe  is  again  cut  off  and 
blanked  at  the  rotary  valve,  by  the  switching  of  the 
groove,  /,  in  the  face  of  the  rotary  away  from  the  port 

"to  automatic  brake-valve"  in  the  seat. 
[146] 


The  E-T  Air-Brake  Pocket-Book 

The  object  of  lap  position  is  to  hold  the  locomotive 
braking  conditions  as  they  are  after  making  a  graduated 
independent  application,  and  should  be  used  at  no 
other  time  than  after  graduating  on,  or  graduating  off, 


Copyright,  1909,  by  The  Normal.  W.  Hjnl^y  Publishing  Co. 


FIG.  38. — S-6  Independent  Brake- Valve.  Top  view  of  transparent 
rotary  valve,  and  plan  view  of  rotary-valve  seat.  Slow-applica- 
tion position. 

the  locomotive  brake  when  the  automatic  brake-valve 
is  in  running  position. 

Slow  Application,  the  fourth  position,  is  represented 
in  Fig.  38.     Port  e  through  the  rotary  valve  is  still  per- 

[147] 


Rotary  Valve.     Application  Positions 

mitting  reducing-valve  pressure  to  flow  to  the  top  of 
the  valve.  The  small  port,  m,  in  the  face  of  the  rotary 
valve  is  now  in  register  with  the  port  in  the  seat  "to 
application  cylinder";  through  an  interior  cavity  in 


sf 

W/«L 

Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 

FIG.  39. — S-6  Independent  Brake- Valve.  Top  view  of  transparent 
rotary  valve,  and  plan  view  of  rotary-valve  seat.  Quick-appli- 
cation position. 

the  rotary  valve  port  m  is  connected  with  the  groove  of 
port  e,  permitting  reducing-valve  pressure  to  flow  to  the 
application  cylinder  of  the  distributing  valve,  in  which 
it  acts  as  previously  described  to  apply  the  locomotive 

[  148  ] 


The  E-T  Air-Brake  Pocket-Book 

brake.  The  slowness  of  an  independent  application 
in  this  position  is  due  to  the  very  small  size  of  port  m 
through  which  the  application-cylinder  pressure  is  fed. 
All  other  ports  in  the  rotary  valve  and  seat  remain  as 
in  the  lap  position. 

The  fifth  and  final  position  of  the  S-6  INDEPENDENT 
BRAKE- VALVE,  as  shown  in  Fig.  39,  is  that  of  Quick 
Application.  The  conditions  are  exactly  the  same  as 
in  the  previous  position,  except  that  the  rotary  valve 
has  turned  far  enough  to  bring  the  large  groove  of  port  e 
in  its  face  into  connection  with  the  "application-cylin- 
der "  port  in  the  seat,  providing  an  enlarged  passage 
for  the  flow  of  reducing-valve  pressure  to  the  application 
cylinder  of  the  distributing  valve,  and  effecting  a  quick 
application  of  the  locomotive  brake. 


[149] 


The  B-6  Feed  Valve 


THE   B-6  FEED  VALVE. 

The  B-6  FEED  VALVE  furnished  with  the  No.  6 
EQUIPMENT,  photographic  views  of  which  are  shown 
in  Figs.  40  and  41,  is  the  common  slide-valve  feed  valve, 
the  duty  of  which  is  to  regulate  pressure  supply  to  the 
brake  pipe,  but  improved  by  the  hand-wheel  regulating 
device  and  an  enlarged  regulating  valve.  In  the  ordi- 
nary automatic  equipment,  the  feed  valve  was  attached 
directly  to,  and  was  considered  a  part  of,  the  automatic 
brake-valve;  in  all  E-T  equipment,  it  is  located  in  the 
line  of  one  of  the  two  pipes  that  supply  main-reservoir 
air  to  the  brake-valve.  The  pipe  that  is  directly  sup- 
plied by  the  feed  valve  leads  to  the  automatic  brake- 
valve,  and  is  called  the  feed-valve  pipe,  and  in  Running 
and  Holding  positions  of  the  brake- valve  it  is  in  open 
port  connection  with  the  brake  pipe. 

All  forms  of  FEED  VALVE  are  interchangeable.  As 
originally  designed  for  attachment  to  the  G-6  automatic 
brake-valve,  the  feed  valve  hangs  downward  in  its  proper 
position;  in  its  application  to  the  previous  styles  of  the 
E-T  brake  it  was  turned  upside-down — sticking  upward; 
while  in  the  No.  6  equipment  we  find  it  again  turned 
down  in  its  rightful  position;  and  the  reasons  follow. 

There  are  two  air  ports  side  by  side  in  the  connecting 
face  of  the  feed  valve,  and  as  we  stand  in  front  of  the 
[150] 


The  E-T  Air-Brake  Pocket-Book 

G-6  brake  valve  the  left  one  is  the  entering  port  for 
main -reservoir  pressure,  and  the  right  one  is  the  port 
of  exit,  or  brake-pipe  connection.  As  used  in  the  E-T 
equipment,  the  feed  valve  is  attached  directly  to  a  "pipe 
bracket  "  (note  appearance  in  Figs.  40  and  41),  and  as 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 

FIG.  40. — The  B-6  Feed  Valve.     Valve  and  pipe  bracket  complete. 

usually  placed,  the  main -reservoir  air  enters  the  pipe 
bracket  from  the  right.  The  pipe  brackets  of  the  No.  5 
equipment  were  simply  made — right-hand  pipe  connec- 
tion leading  to  right-hand  face  port,  and  left-hand  pipe 
connection  to  left-hand  face  port;  this  would  have 

[151] 


Feed- Valve  Pipe  Brackets 

reversed  the  order  of  passing  the  air  through  the  feed 
valve,  but  by  turning  the  valve  upside-down,  the  port 
connections  were  made  to  coincide,  and  they  were  so 
inverted  in  the  No.  5  and  all  preceding  E-T  equipments. 
The  crossed  passage,  "F"  pipe  bracket  is  used  in 
the  No.  6  E-T  equipment,  and,  as  the  name  indicates, 
the  passages  in  this  pipe  bracket  are  crossed,  so  that 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co, 

FIG.  41.— The  B-6  Feed  Valve.     Valve 
removed  from  pipe  bracket. 


main-reservoir  air  entering  at  the  right-hand  pipe 
connection  will  pass  to  the  left-hand  port  from  which 
it  enters  the  feed  valve,  leaving  through  the  right- 
hand  port  to  the  left-hand  pipe  connection,  which 
is  to  the  feed-valve  pipe  leading  to  the  automatic 


Fig.  42 


MAIN  RESERVOIR  FEED-VALVE  ATMOSPHERIC 

PRESSURE  PRESSURE 

FIG.   42. — Diagram   of  B-6    Feed  Valve.     Open  position. 
MR — Main-reservoir  pipe.     FVP — Feed-valve  pipe. 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 


The  E-T  Air-Brake  Pocket-Book 

brake- valve.  In  order  that  the  feed  valve  may  be  cor- 
rectly placed,  in  the  No.  6  equipment,  the  new,  crossed - 
passage  pipe  bracket  has  a  lug  cast  upon  it  that  inter- 
feres with  the  attachment  of  the  feed  valve  unless  it  is 
placed  right-side  up. 

The  improvements  in  the  B-6  FEED  VALVE  permit 
charging  to  the  regulated  pressure  somewhat  quicker, 
and  maintaining  the  pressure  more  accurately  than  the 
old  style  did,  under  the  variable  conditions  of  short  and 
long  trains,  and  of  good  and  poor  maintenance.  Also, 
the  regulation  can  be  quickly  and  accurately  changed 
from  70  pounds  to  no  pounds  brake-pipe  pressure,  or 
the  reverse,  by  turning  the  hand  wheel  until  the  pin 
strikes  the  opposite  stop;  or  any  other  pressures  as  the 
minimum  and  maximum  can  be  used,  by  adjusting  the 
stops  to  secure  the  desired  amount. 

Figs.  42  and  43  are  diagrammatic  views  of  the  FEED 
VALVE  and  PIPE  BRACKET,  having  the  ports  and  opera- 
ting parts  in  one  plane  to  facilitate  description;  and  to 
simplify  description  the  direct  passage  pipe-bracket  is 
represented.  The  names  of  the  parts  shown  in  the 
diagrams  are  as  follows:  2,  VALVE  BODY;  3,  PIPE 
BRACKET;  5,  CAP  NUT;  6,  PISTON  SPRING;  7,  PISTON- 
SPRING  TIP;  8,  SUPPLY- VALVE  PISTON;  9,  SUPPLY 
VALVE;  10,  SUPPLY- VALVE  SPRING;  n,  REGULATING- 
VALVE  CAP;  12,  REGULATING  VALVE;  13,  REGULA- 
TING-VALVE SPRING;  14,  DIAPHRAGM;  15,  DIAPHRAGM 

[153] 


Detail  Parts  of  Feed  Valve 

RING;  16,  DIAPHRAGM  SPINDLE;  17,  REGULATING 
SPRING;  1 8,  SPRING  Box;  19,  UPPER  STOP;  20,  LOWER 
STOP;  21,  STOP  SCREW;  22,  ADJUSTING  HANDLE. 

The  feed  valve  consists  of  two  sets  of  operating  parts, 
the  supply  (upper),  and  regulating  (lower).  The  supply 
parts,  which  control  the  flow  of  air  through  the  valve, 
consist  of  the  supply  valve  9  and  its  spring  10,  the  sup- 
ply-valve piston  8  and  its  spring  6.  The  regulating 
parts  consist  of  the  regulating  valve  12,  regulating- valve 
spring  13,  diaphragm  14,  diaphragm  spindle  16,  regu- 
lating spring  17,  and  regulating  handle  22. 

Referring  to  Fig.  42  in  which  the  feed  valve  is  repre- 
sented in  the  OPEN  POSITION,  main-reservoir  air  enters 
through  port  a, a  to  the  supply- valve  chamber  B, 
forces  supply-valve  piston  8  to  the  left,  compresses 
piston  spring  6,  and  causes  the  port  in  supply  valve  9 
to  register  with  port  c  in  the  seat;  this  permits  air  to 
pass  through  ports  c  and  d  to  the  feed-valve  pipe  at 
FVP,  the  pressure  of  which  flows  through  port  e  to 
diaphragm  chamber  L. 

It  will  be  observed  that  no  packing  is  used  in  piston  8, 
as  a  certain  amount  of  air  leakage  past  it  is  desirable, 
and  necessary  to  the  proper  operation  of  the  valve; 
air  feeding  by  the  piston  to  the  left  can  not  accumulate 
in  chamber  G  above  feed-valve  pipe  pressure  at  this 
time,  for  regulating  valve  1 2  is  open  and  connects  cham- 
ber G  to  the  feed-valve  pipe,  through  passage  h,  port  K, 
[154] 


Fig.  43 


MAIN  RESERVOIR  FEED-VALVE  ATMOSPHERIC 

PRESSURE  PRESSURE 


FIG.  43. — Diagram  of  B-6  Feed  Valve.     Closed  position. 
Connections:   See  Fig.  42. 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 


The  E-T  Air-Brake  Pocket-Book 

chamber  L,  and  passage  e,  d,  d.  Regulating  valve  12 
is  held  open  by  the  force  of  regulating  spring  1 7  against 
the  center  of  the  diaphragm  14,  upon  which  the  regu- 
lating valve  bottoms. 

When  the  air  in  the  feed-valve  pipe  reaches  the  pres- 
sure at  which  the  feed  valve  is  adjusted — say  70  pounds 
—its  power  upon  the  diaphragm  in  chamber  L  over- 
comes the  pressure  of  regulating  spring  17,  which 
is  then  further  compressed  (refer  now  to  Fig.  43, 
CLOSED  POSITION),  and  this  permits  the  small  spring 
13  to  drive  the  regulating  valve  12  to  the  right  until  it 
seats,  closing  port  K  and  thus  cutting  off  communica- 
tion between  chamber  G  and  the  feed-valve  pipe;  the 
feed  of  main-reservoir  air  from  chamber  B  by  piston  8 
continues,  and  the  pressure  in  chamber  G  quickly  be- 
comes equal  to  that  of  chamber  B ;  the  air  pressures  on 
both  sides  of  piston  8  now  balancing  each  other,  piston 
spring  6  forces  the  piston  and  supply  valve  9  to  the 
right,  closes  port  c  and  stops  the  flow  of  air  to  the  feed- 
valve  pipe. 

When  the  feed-valve-pipe  pressure  begins  to  lessen, 
the  regulating  spring,  17,  again  the  stronger,  unseats 
valve  12,  and  the  pressure  of  chamber  G  equalizes 
with  that  of  the  feed- valve  pipe;  spring  6  is  of  very 
light  tension,  and  the  drop  of  pressure  in  chamber  G 
results  in  piston  8  again  being  forced  to  the  left  by  main- 
reservoir  pressure,  supply  valve  9  is  opened  and  the 

[155] 


Feed- Valve  Operation 

flow  of  pressure  to  the  feed-valve  pipe  is  resumed;  and 
so  on. 

In  this  type  of  feed  valve  the  duplex  adjusting  ar- 
rangement eliminates  the  necessity  of  the  two  feed 
valves  formerly  provided  for  high-  and  low-pressure 
service.  The  spring  box  18  has  two  rings  encircling  it, 
which  are  split  through  the  lugs  marked  19  and  20  in 
the  diagram,  and  which  may  be  secured  in  any  position 
by  the  screw  21.  The  pin  forming  part  of  adjusting 
handle  22  limits  the  movement  of  the  handle  to  the 
distance  between  stops  19  and  20.  When  adjusting 
the  valve,  stop  19  is  located  so  that  the  compression  of 
regulating  spring  17  will  give  the  desired  high  brake- 
pipe  pressure,  and  stop  20  so  that  the  spring  compres- 
sion is  enough  less  to  give  the  low  brake-pipe  pressure. 
After  which,  by  simply  turning  handle  22  until  its  pin 
strikes  either  one  of  these  stops,  the  regulation  of  the 
feed  valve  is  changed  from  one  brake-pipe  pressure  to 
the  other. 

To  change  to  other  minimum  and  maximum  pressure- 
adjustment  positions  of  the  stops,  slacken  screws  21, 
which  allows  stops  19  and  20  to  turn  around  spring  box 
1 8.  Then  turn  the  adjusting  wheel  handle  22  (com- 
pressing the  regulating  spring  to  increase  the  pressure; 
slackening  the  spring  tension  to  decrease  it);  adjust 
for  the  lower  pressure  first,  and  turn  until  the  valve 
closes  at  the  minimum  brake-pipe  pressure  desired, 
[156] 


The  E-T  Air-Brake  Pocket-Book 

when  stop  20  should  be  moved  to  contact  with  the  handle 
pin,  and  securely  fastened  in  that  position  by  tightening 
its  set-screw.  Then  turn  wheel  handle  22  clockwise 
until  the  higher  adjustment  is  obtained,  bring  stop  19 
in  contact  with  the  handle  pin,  and  tighten  set-screw 
21.  The  stops  are  generally  placed  to  give  no  pounds 
high,  and  70  pounds  low,  brake-pipe  pressures,  the 
former  being  the  pressure  commonly  accepted  for  High- 
Speed  Braking,  and  the  latter  is  the  long-established 
pressure  for  all  other  conditions  of  air-brake  service. 

When  replacing  the  feed-valve  on  its  bracket  after 
removal,  the  gasket,  shown  in  Fig.  41,  must  always  be 
in  place  between  the  valve  and  bracket,  to  insure  a 
tight  joint. 

The  FEED-VALVE  PIPE  :  As  has  been  stated,  besides 
carrying  the  feed-valve  pressure  to  the  automatic  brake- 
valve,  this  pipe  has  but  one  other  connection — the  branch 
pipe  leading  to  the  regulating-spring  chamber  of  the 
excess-pressure  top  of  the  pump  governor.  When  the 
automatic  brake- valve  is  in  release  position  the  brake 
pipe  does  not  receive  feed-valve  pressure,  and  to  guard 
against  the  possibility  of  a  slight  leak  through  the  feed 
valve  overcharging  the  feed-valve  pipe  at  this  time- 
when  it  is  important  that  the  supply  to  the  governor 
top  shall  be  no  greater  than  the  regulation  brake-pipe 
pressure — the  warning  port  of  the  brake  valve  is  sup- 
plied from  feed-valve  pressure;  this  gives  relief,  and 

[157] 


The  Feed- Valve  Pipe 

insures  that  the  excess-pressure  governor  head  will  regu- 
late the  brake-pipe  pressure  in  release  position  (as  the 
brake-pipe  and  main-reservoir  pressures  are  then  in 
direct  connection  through  the  rotary  valve),  even 
though  the  feed  valve  is  leaking,  if  not  enough  to  be 
otherwise  detrimental. 


[158] 


The  E-T  Air-Brake  Pocket-Book 

THE   C-6  REDUCING  VALVE. 
VALVE  AND  PIPE  BRACKET  COMPLETE. 

The  C-6  REDUCING  VALVE   illustrated  in   Fig.  44 
is  used  to  regulate  the  pressure  that  is  supplied  to  the 

INDEPENDENT  BRAKE- VALVE  and  the  AIR-SIGNAL  SYSTEM; 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 

FIG.  44. — The  C-6  Reducing  Valve.     Valve  and  pipe  bracket  com- 
plete. 

it  is  practically  the  same  as  the  feed  valve  just  described, 
but  without  the  duplex  adjusting  feature,  being  designed 
to  reduce  main-reservoir  pressure  to  a  single  fixed 
pressure,  which  in  this  equipment  is,  as  already  stated, 

[159] 


The  C-6  Reducing  Valve 

45  pounds.  It  is,  in  fact,  the  well-known  feed  valve 
that  has  been  used  for  many  years  in  connection  with 
the  G-6  brake-valve,  the  only  distinction  being  in  the 
name;  but,  as  here  used,  it  is  attached  to  a  pipe  bracket 
in  the  same  manner  as  the  B-6  valve.  To  adjust  this 
valve,  remove  the  cap  nut  on  the  end  of  the  spring  box; 
this  will  expose  the  adjusting  nut  by  which  the  adjust- 
ment is  effected. 

The  pipe  bracket  upon  which  the  C-6  Reducing  Valve 
is  mounted  is  the  same  as  is  used  with  the  B-6  feed 
valve — the  crossed-passage  bracket,  in  the  No.  6  equip- 
ment, and  the  valve  turned  down  in  its  proper  position. 


[160] 


Fig.  45 


MAIN  RESERVOIR 
PRESSUHE 


LIVE  STEAM 

FROM  BOILER 

PRESSURE 


WASTE  STEAM  AT 

ATMOSPHERIC 

PRESSURE 


FIG.  45. — The  SF-4  Pump  Governor.  The  modified  duplex  pump- 
governor  used  in  the  No.  GET  locomotive-brake  equipment. 
MR — main-reservoir  pipe,  direct;  ABV — pipe  to  automatic  brake- 
valve;  FVP — branch  of  feed  valve  pipe;  B — steam  pipe  to 
boiler ;  P — connection  w  ith  air  pump ;  W — waste-pipe  connection. 


Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 


The  E-T  Air-Brake  Pocket-Book 


THE  "S-F4"   PUMP   GOVERNOR. 

The  duty  of  any  pump  governor  is  to  control  the  steam 
pressure  that  operates  the  air  pump  so  that  the  pressure 
in  the  main  reservoir  will  not  exceed  a  given  figure. 
With  the  single-top  governor  that  figure  is  invariable; 
but  with  the  duplex,  or  double  top,  S-F  PUMP  GOVERNOR, 
used  in  the  No.  6  E-T  equipment  and  illustrated  sec- 
tionally  in  Fig.  45,  the  action  of  the  pump  is  so  restricted 
as  to  permit  a  pressure  being  carried  in  the  main  reser- 
voir only  20  pounds  or  so  in  excess  of  that  in  the  brake 
pipe  while  the  automatic  brake-valve  is  in  running  or 
holding  positions;  but  when  the  brake- valve  is  moved 
to  application,  or  lap,  positions  this  governor  releases 
the  pump  to  increase  the  main-reservoir  pressure  to 
the  figure  fixed  as  the  maximum.  To  accomplish  this 
differential  regulation  only  one  steam  valve  and  piston 
are  required,  and  these  comprise  the  working  parts 
of  the  bottom  section — being  exactly  similar  to  the 
corresponding  section  of  the  single-top  governor;  but 
there  are  two  tops,  or  regulating  sections,  of  the  S-F 


NOTE. — The  figure  4  has  no  reference  to  the  type  of  valve  in  connection 
with  which  it  is  used,  and  is  only  present  to  indicate  the  size,  or,  rather, 
the  size  of  the  steam  pipe  in  which  the  governor  is  placed.  The  sizes 
of  pipe  connections  are  referred  to  in  fractional  fourths  of  an  inch,  this 
being  understood,  and  only  the  numerator  is  given.  A  f-inch  pump 
governor — that  is,  a  governor  with  connections  for  f-inch  steam  pipe — 
if  of  the  S-F  type,  would  be  referred  to  as  "S-F  3."  Hence,  the  "S-F4" 
means  a  one-inch  governor  (^-fourths). 

[161] 


The  S-F  Pump  Governor 

PUMP  GOVERNOR,  and,  referring  to  Fig.  45,  the  left- 
hand  one — called  the  "excess-pressure  governor  top"- 
is  adjusted  to  the  lower  pressure,  and  the  right-hand 
one — the  "high-pressure  top" — is  set  at  the  pressure 
desired  as  the  maximum. 

The  diaphragm  valves  in  the  two  tops  are  exactly 
alike,  are  of  the  pin  form,  are  not  numbered  specifically, 
but  will  be  recognized  as  the  long,  central  pins  whose 
lower  ends  form  the  valves  that  now  close  ports  b. 
28  points  to  the  diaphragm,  alike  in  each  top;  20  indi- 
cates the  center  piece,  in  particular,  but  generally  re- 
fers to  the  diaphragm-valve  complete — diaphragm,  and 
valve,  and  centerpiece,  etc.  The  diaphragms,  28,  con- 
sist of  thin  discs  of  brass,  the  edges  of  which  are  tightly 
held  by  the  rings  21,  upon  which  the  regulating-spring 
boxes  seat,  and  are  flexible  toward  their  centers  where 
the  valve  pins  are  located,  permitting  the  force  of  the 
regulating  springs  to  hold  the  valves  down  to  their 
seats.  When  main-reservoir  pressure  in  chamber  a 
exerts  a  greater  force  against  the  under  side  of  the 
diaphragm  than  the  spring  19  does  on  top  of  it,  the 
center  of  the  diaphragm  will  be  raised  slightly,  pulling 
the  pin  valve  from  its  seat  and  permitting  air  pressure 
from  chamber  a  to  flow  through  ports  b,  b,  to  chamber  b 
of  the  lower  portion  where  it  forces  the  piston  down- 
ward, closing  valve  5  which  shuts  off  steam  from  the 

pump.     At  this  time  air  will  be  heard  blowing  from 
[162] 


The  E-T  Air-Brake  Pocket-Book 

vent  port  c.  When  the  main-reservoir  pressure  in 
chamber  a  becomes  less  than  the  figure  at  which  this 
governor  top  is  adjusted,  the  superior  force  of  regulating 
spring  19  bears  the  diaphragm  center  downward,  reseat- 
ing the  pin  valve,  and  as  air  supply  is  now  cut  off  from 
chamber  6,  the  pressure  remaining  therein  quickly 
escapes  through  vent  port  c;  helped  by  the  compressed 
spring  under  the  piston,  steam  from  the  boiler  raises 
and  unseats  valve  5,  the  steam  supply  to  the  pump  is 
resumed  and  main-reservoir  pressure  is  again  increased. 
Boiler  pressure  is  always  under  steam  valve  5,  and 
offers  a  high  resistance  to  its  closure;  but  the  piston 
that  actuates  it  has  such  a  wide  area  exposed  to  air 
pressure  that  about  45  pounds  per  square  inch  on  top 
of  the  piston  will  force  the  valve  down  against  any 
ordinary  steam  pressure;  therefore,  it  becomes  the 
duty  of  the  regulating  portion  to  keep  the  main-reservoir 
pressure  from  flowing  to  chamber  b  until  it  has  reached 
the  desired  amount.  A  stuffing-box  and  packing 
around  the  stem  that  connects  the  air  piston  to  the 
steam  valve,  5,  would  be  impractical;  the  stem  is  turned 
to  a  neat  fit  through  the  wall  of  the  steam  chamber,  but 
a  certain  amount  of  steam  leaks  around  and  past  it, 
which,  if  permitted  to  collect,  would  result  in  boiler 
pressure  under  the  piston  that  the  air  pressure  above 
it  could  not  overcome,  and  the  governor  would  fail  to 
regulate  the  action  of  the  pump;  waste  port  w  allows 

[163] 


Details  of  Pump  Governor 

this  steam  leakage  to  escape,  however,  and  it  should 
be  seen  that  the  small  copper  pipe  connecting  thereto 
is  always  open,  and  free  from  dents  or  sharp  bends. 

Reference  to  any  of  the  colored  Piping  Diagrams 
will  be  a  great  help  in  understanding  the  operation  of 
this  governor,  and  in  connection  therewith  note  that 
MR  is  the  connection  of  the  pipe  from  the  main  reser- 
voir; the  pipe  from  ABV  leads  to  the  automatic  brake- 
valve;  and  FVP  is  the  connection  with  the  branch  of 
the  feed-valve  pipe. 

Commonly  the  regulating  spring  of  the  high-pressure 
governor  top  is  set  at  no  pounds;  its  operation  in 
pump  regulation  has  just  been  explained,  but  although 
main-reservoir  pressure  is  always  present  in  chamber  a 
— through  direct  communication — it  is  never  high 
enough  to  unseat  the  diaphragm  valve  while  the  auto- 
matic brake-valve  is  in  release,  running,  or  holding 
positions,  for  then  the  left-hand  governor  top  is  receiv- 
ing main-reservoir  pressure  in  its  diaphragm  chamber, 
also,  and  it  is  adjusted  to  stop  the  pump  when  that 
pressure  is  about  90  pounds. 

In  the  style  of  duplex  governor  used  in  the  ordinary 
automatic  brake  equipment,  the  left-hand  governor 
top  is  exactly  like  the  right-hand  one,  with  the  regu- 
lating spring  adjusted  at  90  pounds.  But  in  the  E-T 
equipment,  the  regulating  pressure  exerted  upon  the 
left-hand  diaphragm  valve  is  a  combination  of  forces 
[164] 


The  E-T  Air-Brake  Pocket-Book 

• — air,  at  brake-pipe  pressure,  and  a  spring,  having  a 
resistance  equal  to  the  amount  of  excess  pressure  that 
is  to  be  regularly  carried;  to  secure  the  air  pressure 
a  branch  of  feed-valve  pipe  (see  Piping  Diagrams) 
connects  with  the  regulating -spring  box  at  FVP  (Fig. 
45);  the  spring  27,  under  the  adjustment  of  nut  26, 
and  much  lighter  than  regulating  spring  19  in  the  high- 
pressure  top,  is  used,  and  commonly  set  at  20  pounds 
resistance.  This  explains  why  it  is  called  the  "excess- 
pressure  governor  top."  Chamber  d  under  the  dia- 
phragm has  a  pipe  connection  from  ABV  to  the  auto- 
matic brake-valve,  and,  as  previously  explained  in 
connection  with  the  study  of  the  brake- valve,  when  in 
release,  running,  and  holding  positions  a  port  in  the 
rotary  valve  supplies  main-reservoir  pressure  through 
this  pipe  to  the  governor  (chamber  d) ;  when  the  latter 
pressure  becomes  90  pounds,  diaphragm  valve  28  is 
unseated  and  the  main-reservoir  pressure  from  chamber 
d  flows  to  the  lower  air-chamber  b,  forces  the  piston 
down  and  closes  bteam  valve  5  as  already  explained. 

When  the  automatic  brake-valve  is  moved  to  lap, 
service,  or  emergency  positions,  the  rotary  valve  cuts 
off  the  flow  of  pressure  to  chamber  d  of  the  excess-pres- 
sure governor  top;  the  supply  having  ceased,  vent  port 
c  exhausts  the  pressure  from  the  piston  chamber,  pas- 
sages and  ports,  b,  b,  b;  the  piston  is  relieved,  steam 
valve  5  reopens  and  the  pump  starts  up.  Diaphragm 

[165] 


Duplex  Operation  of  Pump  Governor 

valve  28  seats  at  almost  the  instant  the  brake-valve  is 
lapped. 

The  benefits  obtained  from  the  use  of  the  duplex 
pump-governor  are  that  a  moderate  main-reservoir 
pressure  can  be  regularly  carried,  reducing  the  wear  of 
the  pump  and  the  rotary  valve  of  the  automatic  brake- 
valve,  and  making  the  latter  easier  to  operate,  etc.; 
but  during  an  application,  the  main-reservoir  pressure 
is  automatically  increased  to  whatever  figure  may  be 
considered  necessary  to  effect  the  prompt  release  of 
all  brakes  in  a  train  of  any  length,  the  pump  only  being 
required  to  raise  this  extra-excess  pressure  when  it  is 
relieved  of  the  duty  of  brake-pipe  supply. 

The  benefit  from  the  use  of  brake-pipe  pressure  as  a 
part  of  the  regulating  force  in  the  governor  top  that 
normally  controls  the  main-reservoir  pressure,  is  in 
automatically  maintaining  a  certain  excess  pressure 
no  matter  what  the  brake-pipe  pressure  may  be;  what- 
ever the  latter  pressure  is,  the  main-reservoir  pressure 
will  become  just  as  much  higher  as  the  adjustment  of 
the  regulating  spring  in  the  excess-pressure  governor 
top  will  permit.  An  engine  with  E-T  equipment  may 
be  regularly  carrying  70  pounds  pressure  in  the  brake 
pipe  and  90  pounds  in  the  main  reservoir;  if,  then,  it 
becomes  necessary  to  operate  the  High-Speed  Brake, 
the  simple  readjustment  of  the  feed  valve  by  turning  the 
wheel  handle  until  the  handle-pin  strikes  the  high- 

[166] 


The  E-T  Air-Brake  Pocket-Book 

pressure  stop  will  raise  both  pressures  to  the  required 
amount.  Directly,  the  readjustment  of  the  feed  valve 
raises  the  brake-pipe  pressure  to  no  pounds;  indirectly, 
it  raises  main-reservoir  pressure  to  130  pounds,  be- 
cause the  increase  of  brake-pipe  pressure  equally  in- 
creases the  air  pressure  upon  the  diaphragm  of  the 
excess-pressure  governor  top:  no  pounds  (brake-pipe 
pressure),  plus  20  pounds  (spring  pressure),  equals  130 
pounds,  the  regulating  power  of  excess-pressure  gover- 
nor top,  High-Speed  Brake. 

(Where  there  is  a  possibility  of  having  to  change 
from  the  7o-pound  brake  to  the  High-Speed  Brake,  the 
high-pressure — right-hand — governor  top  should  not 
be  set  at  less  than  140  pounds,  in  order  tha.t  it  may 
operate  at  a  higher  figure  than  the  High-Speed  pressure 
adjustment  of  the  excess-pressure  top.) 

Another  important  feature  is  that  before  commencing, 
and  during,  the  descent  of  steep  grades,  this  governor 
enables  the  engineer  to  raise  and  maintain  the  brake- 
pipe  pressure  about  20  pounds  above  the  feed-valve 
regulation,  merely  by  the  use  of  release  position  of  the 
automatic  brake-valve,  the  position  which  should  be 
used  during  such  braking. 

While  the  turning  of  adjustment  nut  18  will  in- 
crease or  decrease  the  maximum  pressure  that  can  be 
obtained  in  the  main  reservoir,  remember  that  turning 

adjusting  nut  26  increases  or  decreases  the  amount  of 

[167] 


Adjustment  of  Pump  Governor 

excess  pressure  that  will  be  regularly  carried;  and  that 
in  running  and  holding  positions  of  the  automatic 
brake-valve  the  location  of  both  hands  on  the  large 
duplex  gauge  is  governed  by  the  adjustment  of  the 
feed  valve;  but  that  spring  27  in  the  excess-pressure 
governor  top  keeps  the  two  gauge  hands  20  pounds  apart. 


[168] 


Fig.  46 


The  E-T  Air-Brake  Pocket-Book 


THE      COMBINED      AIR      STRAINER      AND 
CHECK-VALVE. 

With  the  advent  of  the  No.  6  E-T  equipment,  the 
COMBINED  AIR  STRAINER  AND  CHECK- VALVE  illustrated 
in  Fig.  46  is  furnished  as  a  part  of  the  locomotive-brake 
equipment,  whether  specified  by  the  purchaser  or  not; 
and,  if  the  Train  Air  Signal  is  to  be  used,  two  of  these 
are  furnished.  A  f-inch  cut-out  cock  is  also  supplied 
to  be  used  in  connection  with  each. 

In  the  ordinary  automatic  equipment  the  locomotive 
braking  power  is  supplied  from  the  brake  pipe  (train 
line),  and  the  brake  on  a  dead  engine  is  automatically 
operative  the  same  as  any  car  brake.  In  the  E-T 
equipment,  however,  while  it  is  automatically  operated 
through  the  brake-pipe  air,  locomotive  braking  pressure 
must  be  taken  directly  from  the  main  reservoir.  One 
application  of  the  COMBINED  AIR  STRAINER  AND  CHECK- 
VALVE  is  as  the  DEAD -ENGINE  FEATURE,  by  which  air 
from  the  brake  pipe  is  supplied  to  the  main  reservoir 
of  a  dead  engine,  or  one  whose  air  pump  is  inoper- 
ative— said  engine  being  in  tow — and  this  is  an 
important  adjunct  to  the  E-T  locomotive-brake 
equipment. 

[169] 


Combined  Air  Strainer  and  Check- Valve 

When  the  Train  Air-Signal  System  is  used,  the  COM- 
BINED AIR  STRAINER  AND  CHECK- VALVE  forms  the 
connection  of  the  reducing-valve  pipe  to  the  signal  pipe. 
The  Piping  Diagrams  show  both  applications  of  this 
attachment. 

As  the  DEAD-ENGINE  FEATURE,  Fig.  46  shows  that 
the  end  nearest  the  check-valve  is  connected  to  a  pipe 
containing  main-reservoir  pressure,  and  the  opposite 
end  to  a  branch  of  the  brake  pipe,  the  latter  connection 
containing  the  cut-out  cock,  which  should  be  left  closed 
except  under  the  conditions  mentioned  in  which  it  must 
be  opened  to  supply  pressure  from  the  brake  pipe  to 
the  main  reservoir;  when  open,  brake-pipe  air,  entering 
as  shown  in  the  cut,  passes  through  the  disc  strainers 
7  and  the  curled-hair  stuffing  between  the  discs,  lifts 
check-valve  4  which  has  been  held  to  its  seat  by  the 
strong  spring  5,  passes  through  the  small  choke  bushing, 
and  out  to  the  main-reservoir  connection  as  indicated, 
thus  providing  pressure  for  operating  the  brake  on  this 
locomotive.  The  Independent  and  Automatic  Brake- 
Valves  should  be  in  running  position,  and  the  double- 
heading  cock  under  the  latter  valve  should  be  closed. 
When  the  tender  is  light  of  coal  arid  water,  or  the  loco- 
motive boiler  empty,  it  is  commendable  practice  to 
reduce  the  maximum  braking  power  of  such  a  loco- 
motive lower  than  the  standard;  and  this  can  be  easily 
and  quickly  done  by  reducing  the  adjustment  of  the 
[170] 


The  E-T  Air-Brake  Pocket-Book 

safety  valve  on  the  distributing  valve;  however,  if  an 
engineman  is  in  the  cab  this  will  be  unnecessary,  as 
excessive  brake  power  can  be  thrown  off  at  will  by  the 
Independent  Brake- Valve. 

The  spring,  5,  over  the  check- valve  is  made  extra 
strong  to  insure  the  valve  seating,  and,  although  per- 
mitting ample  pressure  to  operate  the  locomotive  brake, 
keeps  the  main-reservoir  pressure  somewhat  lower  than 
that  in  the  brake  pipe,  thereby  reducing  the  chances 
of  back  leakage  from  the  former.  The  small  choke 
port  prevents  a  heavy  drain  from  the  brake  pipe  when 
the  uncharged  main-reservoir  is  cut  into  a  charged  brake 
pipe,  and  operates  similarly  to  the  feed  groove  in  a 
triple  valve. 

As  the  SIGNAL-LINE  CONNECTION,  the  end  nearest 
the  check-valve  connects  with  the  branch  of  the  main 
signal-pipe,  and  the  opposite  end  with  the  reducing- 
valve  pipe;  when  so  used,  a  lighter  spring  is  furnished 
for  check- valve  4,  and  this  constitutes  the  only  difference, 
constructively,  in  the  two  applications  of  the  COMBINED 
AIR  STRAINER  AND  CHECK- VALVE.  The  check-valve 
is  here  necessary  to  prevent  back  flow  of  signal-line 
pressure  when  an  independent-brake  application  is 
made,  and  the  consequent  blowing  of  the  air  whistle 
out  of  time.  A  cut-out  cock  should  also  be  placed  in 
one  of  the  pipes  connecting  with  this  signal-system  at- 
tachment, preferably  in  the  branch  pipe  connecting 

[171] 


Signal  Line  Connection 

with  the  reducing-valve  pipe,  the  cut-out  cock  standing 
open  normally,  but  necessary  for  the  purpose  of  cutting 
out  the  signal  line  system  if  such  should  ever  be  re- 
quired; and  to  facilitate  the  cleaning  of  the  check  valve, 
which  should  be  done  occasionally. 


[172] 


The  E-T  Air-Brake  Pocket-Book 


GENERAL     OPERATION     OF     THE     TRAIN 
AND  LOCOMOTIVE   BRAKES. 

BEFORE  LEAVING  THE  VICINITY  OF  THE  ROUNDHOUSE. 

See  that  everything  about  the  air-brake  and  air-signal 
(if  used)  systems  is  working  properly.  While  the  air 
pump  should  be  started  slowly,  the  air  pressures  should 
be  pumped  up  to  the  limit,  with  the  automatic  and 
independent  brake-valves  in  running  position.  Then 
note  air  gauges,  and  if  either  hand  (or  both)  on  the 
large  duplex  gauge  does  not  show  the  desired  pressure, 
regulate  the  black  hand  first,  by  adjusting  the  feed 
valve.  Then  if  the  red  hand  is  not  standing  at  the 
desired  figure,  correct  that  by  adjusting  the  regulating 
spring  of  the  excess-pressure  governor  top.  Next, 
make  a  light  service  reduction  by  the  automatic  brake- 
valve,  note  its  action,  and  watch  the  red  hand  rise;  if 
it  does  not  stop  at  the  desired  pressure,  correct  the 
adjustment  of  the  high-pressure  governor  top.  Re- 
turn the  brake-valve  from  lap  to  holding  position  and 
watch  the  red  hand  of  the  small  duplex  gauge  to  see 
that  the  brake-cylinder  pressure  will  be  maintained, 
thus  making  it  safe  to  depend  upon  the  holding  power 
of  the  locomotive  brake  while  making  a  running  release 
of  the  train  brakes  on  the  road.  Replace  the  brake- 
valve  handle  in  running  position  and  see  that  engine 

[173] 


Brake  Operation.    Freight  Service 

and  tender  brakes  promptly  release.  Then  place  the 
independent  brake-valve  handle  in  slow-application 
position  and  note  that  red  hand  of  small  duplex  gauge 
indicates  correct  adjustment  of  the  reducing  valve; 
push  the  handle  to  quick-application,  and  then  to 
release,  positions  to  test  the  return  spring,  and  leave  the 
valve  handle  in  running  position. 

Before  making  tests,  however,  it  is  advisable  to  blow 
out  the  brake  pipe  and  signal  pipe  at  front  of  engine 
and  rear  of  tender,  by  opening  and  closing  the  angle 
cocks  and  cut-out  cocks  a  time  or  two. 

ON  THE  ROAD. 

Freight  Service. — With  long  trains  the  best  results 
are  obtained  in  making  service  stops  by  one  rather 
heavy  reduction,  as  experience  has  proven  that  light 
initial  reductions  are  more  productive  of  shocks  to  the 
train  when,  as  is  most  common,  there  is  a  difference  of 
braking  forces  as  between  the  forward  and  rear  portions 
of  the  train,  due  to  variance  of  piston  travel,  loaded 
cars  ahead  and  empty  ones  behind,  etc. 

To  release  the  train  brakes,  always  use  the  release 
position  of  the  automatic  brake-valve;  leave  in  that 
position  until  assured  that  all  car  brakes  are  released, 
then  move  the  handle  to  holding  position;  when  the 
train  has  stopped,  or  if  there  seems  to  be  no  reason 
for  keeping  the  locomotive  brake  on  any  longer,  return 
[174] 


The  E-T  Air-Brake  Pocket-Book 

the  handle  to  running  position.  After  releasing  the  train 
brakes  while  running,  however,  and  having  brought 
the  brake- valve  handle  back  to  holding  position,  leave 
it  there  until  the  tendency  toward  train  stretching  is 
past,  and  then  release  the  locomotive  brake  by  the  run- 
ning position  without  danger  of  the  train  parting. 

After  releasing  the  brakes  of  a  long  train,  and  a  few 
seconds  after  the  automatic  brake-valve  handle  has  been 
returned  to  running  position,  move  it  again  to  release 
position  for  about  5  seconds;  this  is  to  insure  the  per- 
manent release  of  some  of  the  car  brakes  that  may  have 
started  to  reapply  on  account  of  the  drop  of  brake- 
pipe  pressure  at  the  forward  end  of  the  train  line  which 
always  accompanies  the  return  of  the  brake-valve  to 
running  or  holding  positions  after  the  release  of  the 
brakes  of  a  train  of  some  length  (this  will  be  noticed  by 
watching  the  brake-pipe  gauge). 

Passenger  Service. — On  very  long  passenger  trains, 
the  braking  should  be  done  the  same  as  with  freight 
trains,  in  most  respects.  In  ordinary  passenger  service, 
however,  there  are  certain  special  rules  to  be  observed 
in  operating  the  E-T  brake,  as  follows:  Two  applica- 
tion station  or  service  stops  should  invariably  be  made, 
and  this  method  becomes  imperative  with  the  original 
High-Speed  Brake.  In  releasing  after  the  first  appli- 
cation, the  best  results  are  secured  by  moving  the  auto- 
matic brake-valve  to  running  position,  and  thereby 

[175] 


Brake  Operation.    Passenger  Service 

releasing  the  locomotive  brake  as  well  as  the  train 
brakes;  then,  the  second  application  will  have  a  smooth 
and  even  effect.  This  is  perfectly  safe  to  do  with  almost 
any  passenger  train,  as  the  brake-pipe  supply  ports 
through  the  H-6  brake-valve  that  are  open  in  running 
position  are  as  large  as  the  direct-release  ports,  and 
the  flow  of  air  in  the  former  position  is  only  restricted 
by  the  capacity  of  the  feed  valve  which  in  the  B-6 
model  is  ample  for  the  purpose.  Another  good  feature 
of  the  running- position-release  is  that  the  pressure  in 
the  brake  pipe  will  not  be  raised  above  70  pounds,  and 
if  this  is  followed  by  a  slight  pause  of  the  brake- valve 
handle  in  the  lap  position  there  will  be  no  brake-pipe 
overcharge  to  displace,  and  the  brakes  will  immediately 
respond  to  the  second  application. 

Use  of  the  independent  brake- valve  should  be  avoided 
as  far  as  possible  while  running  with  a  passenger  train, 
and,  if  used  at  all,  the  greatest  care  must  be  exercised 
in  applying  and  releasing  the  locomotive  brake,  to 
avoid  shocks  to  the  train. 

General  Service. — To  apply  the  brakes  in  emergency, 
move  the  handle  of  the  automatic  brake-valve  quickly 
to  emergency  position,  and  leave  it  there  until  the  train 
stops  or  the  danger  is  past. 

When  the  train  and  locomotive  brakes  are  applied 
and  it  becomes  necessary  to  release  the  locomotive 
brake  only,  it  is  accomplished  by  holding  the  independ- 
[176] 


The  E-T  Air-Brake  Pocket-Book 

ent  brake-valve  in  the  release  position  until  the  brake- 
cylinder  pressure  is  partially  or  completely  exhausted, 
as  may  be  desired,  then  bring  the  handle  to  running 
position  and  leave  it  there.  Or,  with  the  train  and 
locomotive  brakes  applied,  if  it  is  desired  to  increase 
the  braking  power  of  the  locomotive,  use  the  applica- 
tion position  of  the  independent  brake- valve  and  return 
it  to  running  position. 

When  the  automatic  brake-valve  is  in  running  posi- 
tion an  application  of  the  locomotive  brake  by  the 
independent  brake-valve  can  always  be  released  by 
simply  returning  the  handle  of  the  latter  valve  to  run- 
ning position. 

Use  the  independent  brake-valve  exclusively  when 
without  a  train;  with  a  train,  use  it  only  when  abso- 
lutely necessary,  and  then  with  the  greatest  care. 

Before  leaving  the  engine  while  doing  work  about  it, 
or  when  it  is  standing  at  a  coal  chute  or  water  plug, 
on  the  turntable,  etc.,  always  leave  the  independent 
brake-valve  handle  in  application  position. 

In  case  of  train  parting,  or  other  causes  of  automatic 
applications  of  the  brakes,  such  as  a  burst  hose,  use 
of  the  conductor's  valve,  etc.,  place  the  handle  of  the 
automatic  brake- valve  in  the  lap  position:  this  to  save 
the  main-reservoir  air  from  blowing  away,  and  to  assist 
the  application  of  the  brakes  (from  an  application  of 
this  kind  the  locomotive  brake  will  hold  with  full 

12  [l77l 


Brake  Operation.    General  Service 

power  whether  the  brake-valve  is  lapped  or  not;  whereas 
with  the  No.  5  equipment  the  locomotive  brake  could 
not  be  applied  automatically  while  the  brake-valve  was 
in  running  position) . 

In  heavy  grade  service,  release  position  of  the  auto- 
matic brake-valve  should  always  be  used.  In  order 
to  prevent  overheating  of  driving-wheel  tires,  and  to 
assist  the  pressure-retaining  valves  in  holding  the  train 
while  the  auxiliary  reservoirs  are  being  recharged, 
it  is  recommended  to  work  the  independent  locomotive- 
brake  and  the  train  brakes  alternately;  this  may  be 
done  by  holding  the  independent  brake-valve  in 
release  position  while  the  train  brakes  are  being 
applied  by  the  automatic  brake-valve,  and  applying 
the  independent  brake  just  before  releasing  the  train 
brakes. 

The  independent  brake  will  hold  a  locomotive  with 
leaky  throttle  valve,  or  quite  a  heavy  train  on  a  fairly 
steep  grade  after  having  stopped,  if  it  is  solidly  applied 
before  the  train  brakes  are  released.  But  remember, 
always,  that  when  the  independent  brake  is  to  be  relied 
upon,  absolutely,  the  independent  brake-valve  must 
be  left  in  application  position,  and  not  be  moved  back  to 
the  position  of  lap. 

When  there  are  two  or  more  locomotives  in  a  train, 
the  double-heading  cock  must  be  closed  and  the  handle 
of  the  automatic  brake-valve  carried  in  running  posi- 
[178] 


The  E-T  Air-Brake  Pocket-Book 

tion,  on  each  engine  except  the  one  from  which  the 
brakes  are  operated. 

Whenever  an  application  of  the  train  and  locomotive 
brakes  has  been  made  on  a  double-  or  triple-headed 
train,  while  running,  the  automatic  brake- valve  on 
each  "cut-out"  engine  in  the  train  should  be  placed  in 
Holding  Position,  in  expectation  that  a  slow-speed, 
running  release  may  be  made;  and  if  it  should,  the 
brakes  of  the  "cut-out"  locomotives  will  be  retained, 
to  help  hold  the  forward  portion  of  the  train  from 
surging  ahead  and  possibly  breaking  in  two;  after  the 
train  brakes  have  all  fully  released,  the  automatic 
brake-valve  handles  on  the  secondary  locomotives 
should  be  returned  to  Running  Position,  in  which  the 
locomotive  brakes  will  release. 

When  coupling  to  a  train  whose  brake  pipe  and 
auxiliary  reservoirs  are  empty  or  at  a  low  pressure,  if 
the  automatic  brake-valve  handle  is  permitted  to  re- 
main in  running  position  the  air  pump  will  stop  work- 
ing, and  will  not  restart  until  the  fall  of  main-reservoir 
pressure  and  the  rise  of  brake-pipe  pressure  has  brought 
the  two  pointers  on  the  large  duplex  gauge  within  less 
than  20  pounds  of  each  other.  This  does  not  indicate 
a  defective  condition  anywhere,  and  is  perfectly  natural 
to  the  E-T  equipment  in  general.  The  proper  proce- 
dure is  always  to  place  the  automatic  brake-valve  in 
release  position  at  such  a  time,  and  do  not  return  it 

[179] 


Reporting  Air-Brake  Repair  Work 

to  running  position  until  the  two  gauge  hands  are  within 
15  pounds  of  each  other — never  permitting  the  black 
hand  to  rise  above  70  pounds,  permanently,  however. 


ON  ARRIVAL  AT  ROUNDHOUSE  AT  FINISH  OF  TRIP. 

Reporting  Air-Brake  Repair  Work. — The  best  policy 
is  for  an  engineer  himself  to  inspect,  clean  and  oil  the 
equalizing-discharge  piston  and  rotary  valve  of  the 
automatic  brake-valve,  and  the  rotary  valve  of  the  inde- 
pendent brake-valve;  to  attend  to  any  necessary  adjust- 
ment of  the  feed  valve  and  reducing  valve,  and  the 
regulation  of  the  pump  governors.  In  respect  to  the 
latter,  there  is  a  fine  strainer  in  each  main-reservoir 
pressure  pipe-connection  to  the  governor  tops  which 
should  be  cleaned,  and  the  pipes  blown  out  occasionally. 

If  the  return  spring  in  the  independent  brake-valve 
gets  broken,  do  not  fail  to  insist  on  having  a  new  spring 
put  in  at  once.  Don't  make  a  single  trip  without  this 
spring  being  in  good  condition,  or  else  the  handle  may 
be  forgotten  in  the  release  position — warning  port 
gummed  up — and  in  case  a  quick  stop  is  seriously 
necessary,  the  failure  of  the  locomotive  brake  to  apply 
(which  will  be  the  result)  may  be  disastrous. 

Become  well  enough  informed  on  the  E-T  brake  to 
be  able  to  make  accurate  and  intelligent  reports  of  nec- 
essary work.  Make  no  such  indefinite  reports  as 

[180] 


The  E-T  Air-Brake  Pocket-Book 

"brake  valve  not  working  properly";  state  the  trouble 
with  the  brake-valve,  and  you  won't  have  any  com- 
plaint to  make  against  the  repair  men,  nor  trouble  in 
handling  the  train  next  trip  on  account  of  brake-valve 
not  working  properly. 

Don't  allow  your  driver-  and  tender-brake  piston 
travel  to  become  too  long,  and  don't  permit  brake- 
cylinder  leakage  to  exist,  just  because  these  things 
haven't  interfered  so  far  with  the  power  and  holding 
effect  of  your  locomotive  brake;  don't  let  the  driver- 
brake  pistons  run  out  much  more  than  4  inches,  the 
tender-brake  piston  7  inches,  and  the  locomotive  truck- 
brake  piston  6  inches.  If  you  have  to  shorten  the 
piston  travel  yourself,  take  up  the  slack  of  the  driver- 
brake  rigging  by  means  of  the  screw  take-up  arrange- 
ment in  the  brake  rods  near  the  cylinder-lever  connec- 
tions, as  nearly  equal  on  both  sides  as  possible,  and 
so  that  the  shoes  will  hang  as  close  to  the  wheels  as 
possible  without  contact  with  the  tires.  The  same 
applies  to  the  tender  brake,  taking  up  its  slack  by  means 
of  the  dead  truck-levers,  an  equal  amount  on  each 
truck,  but  do  not  let  its  piston  travel  be  shortened  to 
less  than  5  inches. 

Testing  for  Leaks  in  the  No.  6  Equipment. — This 
concerns  the  SHOP  MAN  as  well  as  the  ENGINEMAN. 
Any  usual  reason  that  may  be  given  to  explain  cer- 
tain leakage  from  one  pipe  or  air  chamber  to  another 

[181] 


Testing  for  Leaks 

can  be  counterfeited  by  leaks  between  ports  in  the 
distributing-valve  gasket,  although  it  is  unusual  for  this 
to  happen.  The  gasket  is  shown  in  Fig.  47;  the  differ- 
ent pressures  that  are  ported  through  it  are  named 
thereon,  and  it  can  be  seen  that  any  number  of  pressure 
combinations  may  occur  from  intercommunication  of 
the  ports.  To  avoid  possibility  of  such  trouble,  before 
the  valve  section  is  re-attached  to  the  reservoir  section 
after  removal  it  should  be  seen  that  the  gasket  is  in 
perfect  condition,  that  no  parts  are  torn  from  it  and 
sticking  to  the  faces  of  the  sections  of  the  distributing 
valve;  then  rub  dry  graphite  on  both  sides  of  the  gasket, 
and  after  the  two  sections  are  together  tighten  the  bolts 
alternately  and  gradually,  working  around  until  all 
are  perfectly  tight. 

The  same  thing  applies  to  gaskets  18  and  19  of  the 
automatic  brake- valve,  and  gasket  25  of  the  independ- 
ent brake-valve,  to  a  certain  extent.  See  that  the  long 
bolts  through  the  brake-valves  are  always  perfectly 
tight,  and  if  either  valve  is  placed  so  close  to  the  boiler 
that  the  heat  will  harden  and  crack  the  gaskets,  have 
the  brake-valve  relocated  in  a  better  place. 

In  erecting  the  piping,  it  should  be  seen  that  the  pipe 
to  the  black  hand  of  the  small  duplex  gauge  is  connected 
to  a  tee  in  the  brake  pipe  below  the  double-heading  cock, 
so  that  brake-pipe  pressure  will  be  indicated  when  the 

brake-valve  is  cut  out. 
[182] 


The  E-T  Air-Brake  Pocket-Book 

Have  all  pipes  secure  against  vibration.  Have  the 
feed  valve  and  reducing  valve  bolted  firmly  to  an  iron 
support;  don't  compel  the  pipes  to  support  themselves 
and  the  heavy  valves,  too. 

If  anything  about  the  tender  brake  becomes  defective, 
necessitating  cutting  it  out,  remember  the  cut-out  cock 

MAIN  RESERVOIR  BRAKE  CYLINDER 

PIPE  PORT  ^— *w*3w<^  /PIPE  PORT 


APPLICATION  CYLINDER  

P.PE  PORT-HI  ^^•^|^||p__,BRAKE  PIPE  PORT 

APPLICATION  CHAMBER  PORT^-^Hj|  Xi     1%X  '     TRAIN  LINE"/ 

DISTRIBUTING  VALVE^   "^gS  $P^ 'PRESSURE  CHAMBER  PORT 

RELEASE  PIPE  PORT^  ^^±±±±^*^ 

Copyright,  1909,  by  The  Norman  W.  Henley  Publishing  Co. 

FIG.    47.— Distributing-Valve    Gasket.    No.    6    distributing    valve. 
Used  between  valve  section  and  double-chamber  reservoir. 


for  that  purpose  is  not  on  the  tender,  but  is  located  on  the 
engine,  in  the  branch  of  the  brake-cylinder  pipe  that 
leads  to  the  tender  brake,  and  close  to  the  hose  connec- 
tion with  tender. 

Regular  signal  hose,  one  pair  complete,  are  used  in 
the  brake-cylinder  pipe  line  between  engine  and  tender. 
When  the  engine-truck  brake  is  part  of  the  equipment, 
the  pipe  line  to  truck  brake  terminates  in  a  single-hose 
connection  with  the  brake  cylinder,  the  ends  of  this 
hose  being  fitted  with  union  and  nipple,  respectively. 

[183] 


Broken  or  Leaking  Pipes 

See  that  the  pipe  conveying  main-reservoir  air  to  the 
high-pressure  governor  top  is  connected  to  the  main- 
reservoir  cut-out  cock,  and  that  the  cock  is  so  put  up 
that  the  governor-pipe  connection  will  be  on  the  main- 
reservoir  side.  If  the  cut-out  cock  is  located  on  the 
opposite  side  of  the  engine  from  the  pump  governor,  con- 
nect this  governor  pipe  to  a  branch  of  the  main-reservoir 
pipe  that  can  not  be  cut  out;  this  to  insure  the  pump 
always  being  under  the  control  of  the  governor,  for 
when  the  main-reservoir  cut-out  cock  is  closed  the  pres- 
sure will  be  exhausted  from  all  other  parts  of  the 
locomotive  air-brake  equipment. 

BROKEN  OR  LEAKING  PIPES. 

Main  Brake  Pipe  ("  train  line  ")  Under  Tender. — When 
broken  or  badly  leaking,  dispense  with  the  use  of  the 
train  air  signal,  and  use  the  main  signal  pipe  under  the 
tender  in  place  of  the  defective  brake  pipe.  Every 
engine  should  carry  two  "combination  hose"  complete 
—very  short  hose  with  brake  couplings  on  one  end 
and  signal  couplings  on  the  other  end — for  use  in  such 
cases,  and  also  when  the  brake-pipe  rupture  occurs 
under  any  car  in  a  passenger  train  arid  it  may  be  unde- 
sirable to  switch  the  car  to  the  rear  of  the  train.  Place 
the  automatic  brake-valve  on  lap,  and  close  the  cut-out 
cock  in  the  signal  line  supply-pipe  near  the  combined 
[184] 


The  E-T  Air-Brake  Pocket-Book 

air  strainer  and  check-valve;  close  both  angle  and  cut- 
out cocks  between  rear  of  tender  and  first  car;  separate 
the  brake  and  signal  hose  connections  between  engine 
and  tender,  and  tender  and  car;  recouple  the  brake 
hose  from  engine  to  signal  hose  on  tender,  and  signal 
hose  from  rear  of  tender  to  brake  hose  on  first  car;  open 
cut-out  cock  at  rear  of  tender,  and  angle  cock  at  head  end 
of  the  car;  place  automatic  brake-valve  first  in  release, 
then  in  running  position,  and  you  are  ready  to  proceed. 
Equalizing-Reservoir  Pipe. — With  this  pipe  broken, 
stop  the  flow  of  air  from  the  rupture  by  putting  a  blind 
gasket  in  the  union  of  the  tee-fitting  by  which  it  connects 
with  the  automatic  brake- valve:  plug  the  service- 
exhaust  opening  under  the  brake-valve,  and  proceed 
— carrying  the  brake- valve  in  running  position  as  usual. 
In  making  stops,  no  results  will  follow  the  movement 
of  the  brake-valve  handle  to  the  service-application 
position,  except  that  the  black  hand  of  the  large  duplex 
gauge  will  instantly  drop  to  zero.  Do  your  service 
braking  by  jumping  your  automatic  brake-valve  handle 
over  the  service-stop  shoulder,  cutting-in  to  the  emer- 
gency position  just  far  enough  to  draw  off  brake-pipe 
air  directly,  but  comparatively  lightly,  through  the  "big 
hole"  of  the  brake- valve.  The  application  can  be 
graduated  very  nicely,  if  care  is  used,  noting  the  amount 
of  brake-pipe  reduction  that  is  being  made  by  the  black 
hand  of  the  small  duplex  gauge.  Return  the  handle  to 

[185] 


Broken  Pipes 

lap  position  rather  slowly,  or  some  of  the  forward 
brakes  will  "kick  off" — release  themselves. 

Main-Reservoir  Supply  Pipe  to  Distributing  Valve. -^ 
With  this  pipe  broken  beyond  repair,  the  locomotive 
brake  is  inoperative  by  either  brake  valve.  If  broken 
between  the  cut-out  cock  and  distributing  valve,  simply 
close  the  cock;  if  the  rupture  is  between  the  cut-out 
cock  and  main  reservoir,  plug,  or  place  a  blind  gasket 
in  the  pipe  toward  the  latter  pressure :  or,  if  conditions 
permit,  remove  the  pieces  of  broken  pipe  and  re-attach 
the  closed  cut-out  cock,  so  as  to  shut  off  the  escape  of 
pressure.  Proceed,  bearing  in  mind  the  absence  of 
locomotive  braking-power. 

Brake-Pipe  Branch  to  Distributing  Valve. — Judging 
from  results  on  different  roads,  this  is  most  frequently 
broken  of  any  part  of  the  E-T-equipment  piping. 
When  it  becomes  ruptured  the  locomotive  and  train 
brakes  will  apply;  lap  the  automatic  brake-valve,  per- 
mitting the  brakes  to  stop  the  train;  then  plug  the  bro- 
ken pipe  toward  the  brake-pipe  pressure,  release  train 
brakes,  and  proceed.  The  locomotive  brake  will 
not  then  operate  from  an  automatic  application,  but 
can  be  applied  by  the  independent  brake-valve,  al- 
though the  release  position  must  be  used  to  release  it. 

Brake-Cylinder  Pipe  From  Distributing  Valve.— 
A  cracked  joint  occurring  at  any  point  in  this  pipe 
line  while  on  the  road,  if  not  opened  too  wide,  may  not 

[186] 


The  E-T  Air-Brake  Pocket-Book 

weaken  the  pressure  in  any  of  the  locomotive  brake- 
cylinders,  but  there  will  be  a  continuous  blow  of  air 
from  the  point  of  rupture  when  the  locomotive  brake 
is  applied.  If  the  pipe  is  nearly  or  quite  broken  off 
between  the  distributing  valve  and  brake-cylinder 
cut-out  cocks,  at  the  first  stopping  point  close  the  cock 
in  the  main-reservoir  supply  pipe  to  distributing  valve, 
and  proceed  without  the  locomotive  brake.  A  break 
in  this  pipe  line  between  either  brake  cylinder  and  its 
individual  cut-out  cock,  will  only  deprive  the  locomo- 
tive of  the  power  of  that  one  brake  cylinder,  for,  on 
account  of  the  small  choke-fittings  in  the  brake-cylinder 
cut-out  cocks,  the  pressure  can  not  blow  away  from 
the  other  brake  cylinders  of  the  locomotive  as  fast  as 
the  application  valve  of  the  distributing  valve  can 
supply  it.  At  the  first  stop,  close  the  cut-out  cock  in  the 
branch  pipe  that  is  affected. 

Application-Cylinder  Pipe. — As  the  result  of  a  leak 
in  this  pipe,  an  automatic  or  independent  application 
might  or  might  not  set  the  locomotive  brake,  depending 
upon  the  extent  of  leakage,  but  after  placing  the  brake 
valve  in  lap  position,  the  locomotive  brake  would 
release  itself — if  it  set  at  all.  If  not  possible  to  remedy 
the  defect,  plug  the  application-cylinder  pipe  toward 
the  distributing  valve;  the  locomotive  brake  can  then 
be  applied  as  usual  by  the  automatic  brake-valve,  and 
released  by  that  valve  in  running  position,  but  the  inde- 

[187] 


Broken  Pipes 

pendent  brake-valve  will  be  powerless  to  apply  or  re- 
lease it. 

Distributing-Valve  Release  Pipe. — The  breakage  of 
this  pipe  need  not  cause  any  delay,  nor  will  it  affect 
the  braking  power  of  the  locomotive  during  an  appli- 
cation; but  when  the  automatic  brake-valve  is  placed 
in  release  or  holding  positions  the  usual  effect  is  not 
wholly  obtainable,  the  locomotive  brake  will  release  at 
once;  and  with  a  long  train  the  train  brakes  should 
be  held  on  until  coming  to  a  dead  stop  after  all  ap- 
plications while  running.  The  locomotive  brake  can  be 
applied  by  the  independent  brake-valve,  but  will  re- 
lease if  that  brake-valve  is  placed  in  the  lap  position. 

Feed-Valve  Pipe  Branch  to  Excess-Pressure  Governor 
Top. — If  it  breaks  off,  plug  it  toward  the  feed-valve 
pipe;  the  excess-pressure  governor  top  will  not  then 
permit  the  pump  to  work  when  the  main-reservoir 
pressure  is  as  high  as  45  pounds,  while  the  automatic 
brake-valve  is  in  release,  running,  or  holding  positions ; 
to  remedy  this,  place  a  blind  gasket  in  the  pipe  leading 
from  the  automatic  brake-valve  to  the  chamber  under 
the  diaphragm  of  the  excess-pressure  top,  which  com- 
pletely cuts  that  governor  top  out  of  service;  the  pump 
will  then  be  controlled  solely  by  the  high-pressure 
governor  top,  and  will  regularly  maintain  the  main- 
reservoir  pressure  at  the  maximum  figure. 

Main-Reservoir  Pressure  Pipe  from  Automatic  Brake- 
[188] 


The  E-T  Air-Brake  Pocket-Book 

Valve  to  Excess-Pressure  Governor  Top. — If  this  pipe 
breaks  en  route,  place  the  automatic  brake-valve  on 
lap,  and  quickly  plug  the  pipe  toward  the  brake  valve; 
then  move  the  brake  valve  into  release  position  for 
about  three  seconds,  and  back  to  running  position. 
Results  will  be  the  same,  then,  as  after  remedying  for 
the  last  mentioned  defect,  the  high-pressure  governor 
top  regulating  the  pump's  action. 

Main-Reservoir  Pressure  Pipe  (direct)  to  High- 
Pressure  Governor  Top. — Plug  this  pipe,  when  broken, 
toward  the  main  reservoir,  and  go  right  along;  but  as 
the  excess-pressure  governor  top  then  exercises  the 
only  automatic  control  of  the  pump — and  it  only  when 
the  automatic  brake-valve  is  in  release,  running,  and 
holding  positions, — wnen  the  brake-valve  is  in  lap,  serv- 
ice, or  emergency  positions,  the  gauge  hand  indicating 
main-reservoir  pressure  should  be  watched,  and  if  it 
begins  to  get  too  high  the  steam  should  be  eased  off 
from  the  pump  by  closing  the  throttle  at  the  boiler,  as 
far  as  may  be  necessary. 

Reducing-V alve  Pipe. — Rupture  of  this  pipe  has  a 
farther-reaching  effect  than  merely  in  cutting  off  the 
supply  of  pressure  to  the  independent  brake- valve,  and 
possibly  the  air-signal  system.  Stop  the  flow  of  air 
from  the  broken  pipe,  by  turning  the  adjusting  nut 
so  as  to  loosen  the  regulating  spring  of  the  reducing 

valve,  until  the  blow  of  air  ceases.     Letting  it  go  at 

[189] 


Broken  Pipes 

that,  it  would  also  be  impossible  to  secure  an  automatic 
application  of  the  locomotive  brake;  and  the  further 
remedy  is  to  plug  the  broken  pipe  toward  the  independ- 
ent brake-valve,  and  plug  the  exhaust  port  in  the  bottom 
of  the  brake- valve.  The  independent  brake- valve  is 
then  valueless,  except  as  a  fixture,  the  handle  of  which 
must  not  be  moved  from  running  position;  but  the 
operation  and  holding  power  of  the  automatic  brake 
of  the  locomotive  will  not  be  affected. 

Pilot  Section  of  Brake  Pipe. — An  angle  cock  is  not 
generally  used  at  the  pilot  end  of  the  brake  pipe,  an 
angle  fitting  taking  its  place,  and  a  cut-out  cock  is 
placed  in  the  brake  pipe  back  of  the  engine  cylinders. 
Therefore,  when  coupling  to  a  train  in  front  of  the  lo- 
comotive, it  is  not  uncommon  to  find  that  the  pilot 
section  of  this  pipe — forward  of  the  cut-out  cock- 
is  broken.  In  such  case,  when  it  becomes  necessary  to 
couple  the  air  from  the  locomotive  to  the  train  ahead 
— and  there  are  no  cars  behind — use  a  "combination 
hose"  to  connect  the  brake  hose  and  signal  hose  to- 
gether at  rear  of  tender,  and  open  their  angle  and  cut- 
out cocks;  use  the  other  "combination  hose"  at  the 
pilot,  to  couple  the  signal  hose  from  the  engine  to  the 
brake  hose  of  the  car;  open  the  angle  and  cut-out 
cocks  in  the  connected  line  at  the  pilot,  and  close  the 
cut-out  cock  in  the  pressure-supply  pipe  to  the  air- 
signal  line,  and  the  locomotive  and  train  brakes  are 


The  E-T  Air-Brake  Pocket-Book 

then  under  regular  control  by  the  operation  of  the 
automatic  brake-valve. 

TESTING. 

For  use  in  making  roundhouse  tests  of  the  E-T  equip- 
ment, a  test  gauge  with  a  discharge  cock  (use  a  J-inch 
release  cock),  a  i-inch  brake-coupling,  and  a  signal 
coupling,  the  couplings  with  threaded  shanks  connect- 
ing to  two  of  the  openings  of  a  f-inch  3-way  cock,  and 
the  gauge  at  the  other  opening.  First,  connect  this 
testing  instrument  to  the  brake  hose-coupling  at  rear 
of  tender,  or  at  the  pilot,  with  the  automatic  brake- 
valve  in  release  position;  open  the  angle  cock,  and 
set  the  3-way  cock  so  the  test  gauge  will  receive 
the  pressure,  and  close  the  small  discharge-cock  on  the 
testing  instrument;  then  see  that  the  red  hand  of  the 
large  duplex  gauge,  and  the  black  hands  of  both  air 
gauges,  register  together,  and  to  correspond  with  the 
test  gauge;  or  note  any  errors — a  variance  of  two 
pounds  demanding  correction  of  the  gauge.  Have 
some  one  then  to  make  a  service  reduction,  reducing 
the  brake-pipe  pressure  to  about  10  pounds  below  nor- 
mal (to  60  pounds),  and  then  to  replace  the  automatic 
brake-valve  handle  in  running  position— this  to  test 
the  sensitiveness  and  the  adjustment  of  the  feed  valve. 
Note  the  rise  of  the  hand  on  the  test  gauge,  which  should 
stop  at  70  pounds.  Then  open  the  small  release  cock 

[191! 


Testing  No.  6  Equipment 

on  the  testing  instrument,  and  consider  the  action  of 
the  hand  on  the  test  gauge;  if  it  fluctuates,  falling  as 
much  as  2  pounds  or  more,  or  shows  a  slow  overcharge 
of  the  brake  pipe,  the  feed  valve  should  be  cleaned  and 
oiled.  • 

Next,  connect  the  testing  instrument — release  cock 
closed — with  the  signal-hose  coupling  at  front  or  rear 
of  the  locomotive;  set  the  3-way  cock  to  receive  that 
pressure,  and  open  the  signal  line  cut-out  cock;  place 
the  independent  brake-valve  in  application  position, 
and  compare  the  indications  of  the  red  hand  of  the 
small  duplex  gauge  with  the  hand  on  the  test  gauge; 
this  also  shows  the  adjustment  of  the  reducing  valve, 
and  to  test  its  sensitiveness  open  the  small  discharge 
cock  on  the  testing  instrument  and  watch  for  fluctua- 
tions, same  as  in  case  of  the  feed  valve. 

To  test  the  pump  governor:  with  automatic  brake- 
valve  in  running  position  note  that  main-reservoir  pres- 
sure is  registered  20  pounds  (or  the  amount  of  excess 
pressure  to  be  regularly  carried)  higher  than  brake-pipe 
pressure,  correcting  any  error  in  this  by  readjustment 
of  the  regulating  spring  of  the  excess-pressure  governor 
top.  Then  place  the  brake-valve  handle  in  the  lap 
position,  in  which  the  red  hand  of  the  large  duplex 
gauge  should  register  the  higher,  or  maximum,  main- 
reservoir  pressure  that  is  standard  for  the  class  of 
engine. 
[192] 


The  E-T  Air-Brake  Pocket-Book 

Testing  the  automatic  brake-valve,  first  make  a 
5-pound  service  reduction  and  lap  the  valve;  if  the  black 
hand  of  the  large  air-gauge  continues  to  fall,  slowly, 
and  there  is  a  blow  of  air  from  the  equalizing-discharge 
port  under  the  brake  valve,  there  is  a  leak  of  equalizing- 
reservoir  pressure,  which  must  be  stopped  before 
proceeding  further.  Afterward,  make  a  2o-pound 
service  reduction  of  brake-pipe  pressure,  lap  the  brake- 
valve,  and  close  the  double-heading  cock  beneath  it; 
if,  then,  the  black  hand  of  the  large  air-gauge  gradually 
rises,  it  indicates  a  leaky  rotary  valve,  or  a  leakage  in  the 
middle  gasket,  18,  of  the  automatic  brake- valve. 

Test  locomotive  brake-pipe  leakage  by  making  a 
y-pound  service  reduction,  lapping  the  brake-valve 
and  closing  the  double-heading  cock  beneath  it;  then 
time  the  fall  of  brake-pipe  pressure  as  indicated  by 
the  black  hand  of  the  small  duplex  gauge, .  and  which 
should  not  exceed  5  pounds  in  one  minute. 

To  test  for  locomotive  brake-cylinder  leakage,  make 
a  full-on  application  by  the  independent  brake-valve, 
close  the  cut-out  cock  in  the  main-reservoir  supply 
pipe  to  distributing  valve,  and  note  the  brake-cylinder 
leakage  as  indicated  by  the  red  hand  of  the  small  duplex 
gauge.  To  find  out  which  of  the  brake  cylinders  are 
leaking,  shut  off  each  one  in  turn  by  closing  its  indi- 
vidual cut-out  cock  and  timing  the  fall  of  the  cylinder- 
pressure  gauge  hand;  when  the  fall  of  pressure  is  materi- 

[193] 


Testing  No.  6  Equipment 

ally  lessened  with  a  brake  cylinder  cut-out,  its  leaky 
condition  is  evident. 

After  an  application  of  the  locomotive  brake,  if, 
in  slowly  releasing  it  by  the  independent  brake-valve, 
the  red  hand  of  the  small  duplex  gauge  falls  as  would 
be  expected,  but  at  no  time  during  the  release  does  any 
brake-cylinder  pressure  escape  from  its  natural  exhaust 
opening  in  the  front  of  the  distributing  valve,  the  cause 
is  due  to  a  bad  condition  of  the  application  portion  of 
the  distributing  valve ;  the  leather  packing  of  the  appli- 
cation piston  may  be  in  good  condition,  but  the  pack- 
ing ring  is  not;  the  ring  may  be  worn,  or  broken, 
or  stuck  tight  in  its  groove  by  gummy  dirt  and  will 
not  expand  to  make  a  tight  joint.  This  is  probably 
aggravated  by  an  unnatural  resistance  of  the  applica- 
tion and  exhaust  slide  valves,  from  being  dirty  and 
lacking  lubrication.  Some  insistence  is  often  necessary 
to  get  inspectors  to  clean  and  oil  the  application  piston 
and  its  connecting  valves,  on  account  of  the  trouble 
in  getting  it  out,  as,  besides  taking  off  the  application- 
cylinder  cover,  the  top  cover  over  the  application  valve 
must  also  be  removed,  involving  the  taking  out  of  the 
many  little  screws  that  hold  it;  the  application  valve 
must  be  lifted  off,  and  the  pin  that  operates  it  pulled 
out  of  the  application-piston  spindle,  before  the  piston 
can  be  removed.  But,  if  any  part  of  the  E-T  equipment 
should  be  slighted  in  care,  it  must  not  be  the  distributing 
[194] 


The  E-T  Air-Brake  Pocket-Book 

valve — the  fundamental  "hub"  of  the  locomotive  bra- 
king system. 

Directions  for  testing  the  different  parts  of  the  No.  6 
E-T  equipment  for  the  many  possible  defects  could  be 
continued  almost  indefinitely,  but  to  give  them  all  in 
detail  would  imply  that  the  reader,  or  student,  is  not 
capable  of  understanding  when  and  how  a  certain 
part  is  working  defectively  after  he  has  learned  how  it 
should  work  when  it  is  operating  correctly,  and  if  the 
implication  should  be  correct  the  details  would  be  an 
overtax  on  his  memory.  The  main  essentials  in  round- 
house testing  of  this  equipment  are  given  above;  but 
the  chief  air-brake  inspector,  the  roundhouse  foreman, 
and  the  back  shop  air-brake  repair  men,  should  become 
so  thoroughly  acquainted  with  the  No.  6  E-T  equip- 
ment by  a  complete  understanding  of  the  subject  matter 
of  this  book,  that  they  will  be  able  to  detect  the  many 
possible  irregularities  of  the  equipment;  in  fact,  to 
so  educate  them — and  locomotive  enginemen — is  the 
object  of  thie  work. 


[195] 


No.  5  E-T  Equipment 


THE    NO.     5     E-T    LOCOMOTIVE-BRAKE 
EQUIPMENT,, 

ITS  GENERAL  CONSTRUCTION. 

Probably  the  larger  number  of  E-T-equipped  loco- 
motives at  the  present  time  have  the  former,  No.  5 
STYLE,  which  was  discontinued  with  the  advent  of  the 
No.  6,  and  all  locomotives  recently  built  have  the  later, 
improved  type,  as  all  will  have  in  the  future.  As  a 
fact,  there  is  but  very  little  difference  between  the  two 
styles  of  this  equipment,  and  if  either  one  is  well  under- 
stood it  will  only  require  a  few  words  of  explanation  to 
make  the  other  style  equally  clear. 

Fig.  48  shows  the  No.  5  E-T  EQUIPMENT;  and  the 
only  difference  between  this  plate  and  a  diagram  of  the 
No.  6  style  is  in  the  two  small  copper  pipes  connecting 
with  the  left  side  of  the  distributing  valve — the  only 
ones  shown  in  colors  in  this  cut,  as  all  other  parts  are 
exactly  similar  in  appearance,  pressures  contained,  and 
their  duties,  to  the  corresponding  parts  now  well  under- 
stood in  the  No.  6  equipment.  The  orange-colored 
pipe — lower  connection  on  the  left  side  of  distributing 
valve — performs,  to  a  certain  limit,  the  duties  of  both 
of  the  "  two  little  copper  pipes"  of  the  No.  6  equipment; 
while  the  blue-colored  pipe  plays  no  part  whatever  in  any 
of  the  phases  of  brake  operation  (except  an  undesirable 
[196] 


The  E-T  Air-Brake  Pocket-Book 

part,  when  leaking),  unless  the  locomotive  is  placed 
in  a  train  of  which  the  brakes  are  operated  from  another 
engine;  hence  the  name  of  the  latter  pipe,  as  given  in 
the  Color  Key— the  "Double-Heading  Pipe." 

The  orange-colored  Application-Chamber  Pipe  there- 
fore becomes  a  most  important  part  of  this  equip- 
ment ;  the  application  chamber  and  application  cylinder 
are  in  permanent  communication  with  each  other  in 
the  No.  5  distributing  valve,  and  from  those  combined 
chambers  the  application-chamber  pipe  leads  to  the 
atmosphere,  via  the  independent  brake-valve,  at  the 
automatic  brake-valve — when  both  brake-valves  are  in 
Running  Position;  through  this  pipe  the  locomotive 
brake  is  released  when  the  automatic  brake-valve  is 
returned  to  Running  Position  after  an  application,  and 
applied  or  released  by  the  independent  brake-valve. 
It  will  be  observed  that  when  the  automatic  and  inde- 
pendent brake-valves  are  placed  in  Release  Position, 
pressure  that  may  have  been  contained  in  the  application 
chamber  and  application  cylinder  will  be  exhausted,  and 
the  locomotive  brake  released  regardless  of  whether 
the  equalizing,  or  triple-valve,  portion  of  the  distribu- 
ting valve  is  in  release  position  or  not;  and  from  this 
it  follows  that  when  an  automatic  application  is  made 
from  the  train — by  use  of  the  conductor's  valve,  an 
angle  cock,  or  from  the  train  parting — there  is  a  special 
reason  for  placing  the  automatic  brake-valve  handle 


Piping,  No.  5  Equipment 

in  the  Lap  Position,  for  otherwise  the  locomotive  brake 
will  not  hold;  if  this  duty  should  be  delayed,  and  the 
brake-valve  handle  later  be  placed  in  the  Lap  Position, 
the  locomotive  braking  pressure  will  be  built  up,  how- 
ever, by  the  maintaining  pressure  which  in  this  style 
of  equipment  originates  in,  and  is  supplied  by,  the 
distributing  valve. 

The  blue-colored  or  Double- Heading  Pipe  leads 
from  the  exhaust  port  of  the  equalizing,  or  triple-valve 
(lower),  portion  of  the  distributing  valve  to  the  double- 
heading  cock  under  the  automatic  brake- valve,  and 
under  ordinary  conditions  is  blanked  by  the  latter. 
The  double-heading  cock  has  two  ports  through  it,  the 
ports  in  the  cock  key  being  at  right  angles  to  each 
other;  when  the  cock  is  "open,"  brake-pipe  pressure 
flows  through  it,  and  the  port  connecting  with  the 
double-heading  pipe  is  closed;  when,  as  on  the  second 
engine  in  double-heading,  the  double-heading  cock  is 
"  closed,"  while  it  does  cut  off  connection  between  the 
automatic  brake-valve  and  the  brake  pipe,  the  smaller 
port  in  the  cock  key  is  then  open,  connecting  the  sec- 
tion of  the  blue  pipe  that  comes  from  the  distributing 
valve  with  the  upper  section  of  that  pipe-line  leading 
to  the  automatic  brake-valve;  but  here  the  pipe  is  again 
blanked,  until  the  brake-valve  handle  is  placed  in 
Lap  Position,  in  which,  through  a  port  in  the  rotary 

valve,  the  double-heading  pipe  line  finds  an  exit  to  the 
[198] 


The  E-T  Air-Brake  Pocket-Book 

atmosphere  at  the  large,  emergency-exhaust  opening. 
Outside  of  the  two  colored  pipes,  as  noted,  the  whole 
No.  5  equipment  is  about  the  same  as  the  No.  6. 

In  the  distributing  valve,  the  upper,  or  application, 
portion  is  exactly  the  same;  and  the  lower,  or  equaliz- 
ing, portion  only  differs  in  a  slight  variation  of  the  ports 
in  the  equalizing  slide  valve,  and  the  absence  of  the 
graduating  spring  that  is  supplied  in  the  No.  6  distrib- 
uting valve.  The  safety  valve  on  the  No.  5  distributing 
valve  is  set  at  53  pounds,  instead  of  68  pounds  as  in 
the  No.  6  equipment.  The  small  air  gauge  is  of  the 
single-pointer  style,  the  one  (black)  hand  registering 
locomotive  brake-cylinder  pressure.  Refer  to  the  "No. 
5  Distributing  Valve,"  the  "H-5  Automatic  Brake- 
Valve,"  the  "No.  5,"or"S-F,"  "Independent  Brake- 
Valve,"  the  "B-4  Feed  Valve,"  the  "6-3  Reducing 
Valve,"  and  the  "S-F4  Pump  Governor,"  in  this  style 
of  equipment. 

HANDLE  POSITIONS  OF  THE  ENGINEER'S  BRAKE- VALVES, 
No.  5  E-T  EQUIPMENT. 

The  AUTOMATIC  and  INDEPENDENT  BRAKE-VALVES 
have  the  same  number  of  operating  positions,  each, 
in  the  No.  5  as  in  the  No.  6  equipment,  and  their  action 
is  so  nearly  the  same  that  if  an  engineer  was  used  to 
either  style,  he  could  operate  the  other  without  any 
special  instructions,  in  ordinary  service;  but  there  is 

[199] 


The  No.  5  Brake  Valves 

some  difference  in  the  work  performed  by  the  several 
parts  of  the  equipment,  which  will  be  briefly  mentioned. 
It  will  be  assumed  that  an  automatic  application  had 
been  made: 

THE  H-5  AUTOMATIC  BRAKE- VALVE. 

In  Release  Position  of  the  handle,  the  results  obtained 
are  precisely  the  same  as  explained  in  reference  to  the 
H-6  valve;  main-reservoir  pressure  is  supplied  directly 
to  the  brake  pipe,  releasing  the  train  brakes  and  moving 
the  equalizing  portion  of  the  distributing  valve  to  re- 
lease position,  which,  in  addition  to  permitting  the 
recharge  of  the  pressure  chamber,  connects  the  appli- 
cation-chamber pressure  with  the  blanked  double- 
heading  pipe.  Application-chamber  air  fills  the  appli- 
cation-chamber pipe  from  the  distributing  valve,  through 
the  rotary  of  the  independent  brake- valve,  to  the  auto- 
matic brake-valve,  where  it  is  blanked  by  the  rotary 
valve.  Main-reservoir  pressure  is  being  supplied  from 
the  automatic  brake-valve  to  the  chamber  under  the 
diaphragm  of  the  excess-pressure  governor  top,  control- 
ling the  pump  at  the  minimum  rn.-r.  pressure.  Air  to 
the  warning  port  is  from  main-reservoir  pressure  direct. 

In  Running  Position  the  direct  supply  of  main- 
reservoir  pressure  to  the  brake  pipe  is  cut  off,  and  the 
latter  receives  its  pressure  from  the  yo-pound  feed- 
valve  pipe,  as  usual  in  the  E-T  equipment.  A  port  in 

[200? 


The  E-T  Air-Brake  Pocket-Book 

the  rotary  valve  now  opens  the  terminus  of  the  appli- 
cation-chamber pipe  to  the  atmosphere,  and  the  loco- 
motive brake  releases  (the  only  position  of  the  brake- 
valve  in  which  it  does  discharge  that  pressure).  The 
excess-pressure  governor  top  still  receives  main-reser- 
voir pressure  from  the  brake  valve. 

In  the  Holding  Position,  feed-valve  pressure  supply 
to  brake  pipe  is  continued,  but  the  application-chamber 
pipe  is  again  blanked;  and  if  the  brake-valve  handle 
had  been  drawn  quickly  to  this  position  from  that  of 
Release,  the  effect  would  be  the  same  as  in  Running 
Position,  except  that  the  locomotive  brake  would  re- 
main applied.  After  using  this  position  as  long  as 
may  be  necessary,  release  the  locomotive  brake  by 
returning  the  brake-valve  handle  to  Running  Position, 
and  leave  it  there.  Pump  control  is  the  same  as  in 
Running  Position. 

Lap  Position. — In  the  three  first  positions  of  the 
brake-valve,  just  mentioned,  chamber  D  and  its  con- 
nected equalizing  reservoir  received  the  same  pressure 
that  was  supplied  to  the  brake  pipe;  but  in  Lap, 
Service,  and  Emergency  Positions,  chamber  D  is  cut 
off  from  the  air  supply.  Also,  in  Lap  Position  the  feed- 
valve  pressure  no  longer  flows  to  the  brake  pipe,  and 
all  separable  communications  in  the  rotary  valve  and 
seat  are  blanked — except  one  connection  that  is  made 
in  this  position,  only :  — the  terminus  of  the  double- 

[201] 


Brake- Valve  Handle  Positions 

heading  pipe  is  opened  to  the  atmosphere  through  a 
port  in  the  rotary  valve,  but  which  ordinarily  has  no 
effect,  however,  as  this  pipe  is  closed  at  another  point 
— at  the  double-heading  cock.  In  this,  and  the  fol- 
lowing application  positions,  the  supply  of  main- 
reservoir  pressure  through  the  rotary  valve  of  the  auto- 
matic brake-valve  to  the  excess-pressure  top  of  the 
pump  governor  is  cut  off,  and  the  pump  is  then  solely 
under  the  control  of  the  high-pressure  governor  top. 

(Lap  Position  is  the  carrying  position  for  the  auto- 
matic brake-valve  on  all  engines  that  may  be  in  a  train, 
except  the  leading  one,  or  the  engine  that  is  to  operate 
the  brakes;  and  on  such  secondary  engines  the  double- 
heading  cocks  should  be  closed — to  brake-pipe  air,— 
and  this  completes  the  opening  of  the  double-heading 
pipe  to  the  atmosphere;  having  the  effect  of  converting 
the  equalizing  portion  of  the  distributing  valve  into 
an  actual  triple  valve  with  open  exhaust  port,  that  can 
be  automatically  operated  by  the  leading  engineer  in 
both  application  and  complete-release  movements.) 

Service- Application  Position. — The  movement  to 
this  position  does  not  change  the  lapped  condition  of 
the  rotary-valve  ports,  except  that  the  terminus  of  the 
double-heading  pipe  is  closed,  and  another  port  is 
now  opened:  the  small,  preliminary-exhaust  port  is 
open,  discharging  equalizing-reservoir  pressure  from 
chamber  D,  which  has  the  already  well-known  effect 

[202] 


The  E-T  Air-Brake  Pocket-Book 

of  initiating  an  equal  pressure  reduction  of  brake-pipe 
air  through  the  service  exhaust  port.  A  return  of  the 
handle  to  Lap  Position  follows,  when  the  equalizing- 
reservoir  pressure  has  been  reduced  the  desired  amount. 

Emergency- Application  Position. — Like  the  position 
for  service  application,  that  of  Emergency  has  the 
same  effect  on  the  train  brakes  as  similar  positions  of 
the  H-6,  or  any  other  standard  Westinghouse  brake- 
valve.  In  Emergency  Position  a  large  port  in  the 
rotary  valve  connects  the  brake-pipe  pressure  with  an 
equally  large  port  in  the  rotary-valve  seat  that  opens  to 
the  atmosphere,  causing  such  a  quick  and  heavy  reduc- 
tion as  to  apply  all  brakes  at  emergency,  or  quick  action. 

And,  as  in  the  No.  6  equipment,  an  emergency  appli- 
cation produces  a  higher  application-cylinder  pressure 
than  is  obtained  at  a  full  service  reduction;  this  pres- 
sure increase  was  shown  to  be  obtained  in  the  improved, 
No.  6  brake,  by  the  cutting  off  of  the  application 
chamber  at  emergency  action  of  the  distributing-valve 
parts,  and  causing  the  short  equalizing  of  the  pressure- 
chamber  air  with  the  small,  application  cylinder;  in  the 
No.  5  equipment,  the  application  chamber  remains 
in  permanent  communication  with  the  application- 
cylinder  in  all  phases  of  distributing-valve  action,  and 
its  increased  pressure  is  only  obtained  by  placing  the 
automatic  brake-valve  in  Emergency-Application  Po- 
sition, in  which  position  a  port  in  the  rotary  valve  opens 

[203] 


The  Maintaining  Pressure 

communication  between  chamber  D  and  the  appli- 
cation-chamber pipe;  and  the  addition  of  the  volume 
and  unreduced  pressure  of  the  equalizing  reservoir  to 
that  of  the  pressure  chamber  builds  up  a  pressure  to 
act  upon  the  application  piston  of  60  pounds;  whereas 
a  full  service  application  can  only  equalize  the  pressure 
chamber,  application  chamber  and  application  cylinder, 
at  50  pounds  pressure. 

Maintaining  pressure,  supplied  at  a  certain  time  to 
the  application  cylinder  of  the  distributing  valve,  and 
as  understood  in  the  No.  6  equipment,  is  also  a  factor 
in  the  No.  5  brake  operation,  but  there  is  an  important 
difference  in  its  origin — an  improvement  in  the  No.  6, 
decidedly  for  the  better.  In  the  No.  5  brake,  the  feed 
of  maintaining  pressure  is  not  dependent  upon  the 
placing  of  the  automatic  brake-valve  in  Emergency 
Position ;  it  does  not  come  through  the  brake- valve  at  all, 
originating  in  the  distributing  valve;  when  the  equal- 
izing slide  valve  is  drawn  to  the  limit  of  its  application 
movement,  a  port  through  it  connects  the  main-reservoir 
pressure  (which  is  always  present  in  the  distributing 
valve)  with  a  port  in  the  valve  seat  that  leads  to  the 
application  cylinder  via  the  pressure  chamber  and  appli- 
cation chamber;  it  will  be  seen  from  this  that  a  full 
service  application  will  produce  this  "straight-air" 
supply,  which  is  not  at  all  desirable. 
[204] 


The  E-T  Air-Brake  Pocket-Book 

THE  S-F  (No.  5)  INDEPENDENT  BRAKE-VALVE. 

The  OPERATIVE  POSITIONS  of  the  S-F  INDEPENDENT 
BRAKE- VALVE  handle  are  the  same  as  with  the  S-6 
valve;  the  positions  of  Slow  Application  and  Quick 
Application  are  closer  together  in  the  No.  5  valve, 
however,  and  the  shoulder  on  the  quadrant  that 
catches  the  handle  bolt  in  the  former  position  is  not  as 
pronounced.  The  return  spring  only  operates  to  move 
the  handle  from  Release  to  Running  Position;  and 
there  is  no  warning  port  to  attract  attention  in  the  Re- 
lease Position  of  the  No.  5  (S-F)  VALVE.  The  duties 
of  these  two  styles  of  INDEPENDENT  BRAKE-VALVE  in 
their  five  operative  positions  are  just  the  same,  in  each, 
and  have  been  fully  described  in  explanation  of  the 
S-6  brake-valve. 

GENERAL  OPERATION  OF  THE  No.  5  E-T  EQUIPMENT. 

As  IT  MAY  DIFFER  FROM  THE  IMPROVED,  No.  6  STYLE. 
In  general  operation  it  may  be  said  that  there  is  no 
difference  in  the  instructions  as  between  the  Nos.  5 
and  6  styles  of  E-T  equipment,  with  the  single  exception 
of  double-  or  triple-heading,  and  then  so  far  only  as 
concerns  the  "cut-out"  engines;  on  each  engine  in  the 
train  except  the  one  from  which  the  train  and  locomotive 
brakes  are  operated,  the  independent  brake-valve 
should,  as  usual,  be  carried  in  Running  Position  and 

[205] 


No.  5  Independent  Brake- Valve 

the  automatic  brake-valve  must  be  placed  in  the  Lap 
Position,  with  the  double-heading  cock  beneath  it 
" closed"  to  brake-pipe  pressure.  Under  such  arrange- 
ment, in  order  to  apply  the  independent  locomotive-brake 
the  automatic  brake-valve  handle  must  first  be  placed  in 
Holding  Position;  to  graduate  the  application,  the 
independent  brake-valve  should  then  be  placed  in 
Slow  Application  Position  and  returned  to  Running 
Position.  To  release  the  locomotive  brake  afterward, 
simply  return  the  automatic  brake-valve  handle  to 
Lap  Position. 

After  an  automatic  train-  and  locomotive-brake  ap- 
plication from  the  operating  engine,  if  it  is  desired  to 
retain  the  driver  and  tender  brakes  on  a  "cut-out" 
engine  while  the  train  brakes  are  being  released,  the 
automatic  brake-valve  should  be  temporarily  placed  in 
Holding  Position  until  it  is  desired  to  release  the  loco- 
motive brake,  which  will  be  done  by  returning  the  handle 
to  Running  Position. 

The  DEAD-ENGINE  FEATURE  is  not  included  in  the 
No.  5  E-T  brake  equipment,  and  should  be  specially 
ordered,  as  its  application  is  strongly  recommended. 

In  the  earlier  furnishings  of  the  No.  5  equipment,  the 
branch  of  the  feed-valve  pipe  to  the  excess-pressure 
top  of  the  pump  governor  was  connected  by  a  union 
to  the  top  of  the  regulating-spring  case,  and  a  stop  cock 
was  placed  in  the  pipe  near  the  governor;  in  order  to 
[206] 


The  E-T  Air-Brake  Pocket-Book 

correct  or  change  the  adjustment,  with  this  arrangement, 
it  is  necessary  to  first  close  the  stop  cock,  then  discon- 
nect the  pipe  from  the  spring  case,  remove  the  cap  nut, 
and  turn  the  regulating  nut  in  the  governor  top  by  guess; 
after  which  the  cap  nut  is  screwed  on,  the  pipe  recon- 
nected, and  the  stop  cock  reopened;  by  consulting  the 
red  hand  of  the  large  duplex  gauge,  it  can  be  ascertained 
how  near  to  the  desired  figure  the  adjustment  has  been 
made;  and  usually  the  same  procedure  will  have  to  be 
gone  through  several  times  before  the  adjustment  is 
correct.  On  most  roads  this  older  style  of  excess-pres- 
sure governor  top  is  being  replaced  by  the  newer  style, 
explained  in  connection  with  the  No.  6  equipment,  but 
which  is  now  the  standard  for  both  styles  of  the  E-T 
equipment.  If  the  stop  cock  in  the  feed-valve  pipe 
^branch  to  the  older-style  governor  top  should  get  acci- 
dentally closed  (as  it  often  does),  not  more  than  45 
pounds'  pressure  can  be  pumped  up  in  the  main  reser- 
voir while  the  automatic  brake- valve  handle  is  in  Release, 
Running,  or  Holding  Positions ;  but  in  the  positions  of 
Lap,  Service,  or  Emergency  Application,  the  main- 
reservoir  pressure  will  be  pumped  up  to  the  maximum 
figure. 

LEAKING  OR  BROKEN  PIPES  IN  THE  No.  5  EQUIPMENT. 
With  the  exception  of  the  two  small,  copper  pipes 
known  as  the  application-chamber  pipe,  and  the  double- 
heading  pipe,  shown  in  colors  in  Fig.  48,  the  results  from 

[207] 


No.  5  vs.  No.  6  E-T  Equipments 

pipe  leakage,  or  breakage,  and  the  remedies  therefor, 
are  just  the  same  in  the  No.  5  equipment  as  already  ex- 
plained in  reference  to  the  No.  6-equipment  piping— 
with  one  exception:  If  the  BRAKE-PIPE  BRANCH  TO 
DISTRIBUTING  VALVE  in  the  No.  5  equipment  becomes 
broken,  it  is  usually  impossible  to  go  right  on  after  sim- 
ply plugging  the  ruptured  pipe,  without  the  locomotive 
brake  sticking — brake  shoes  rubbing  the  wheels,  and  a 
distressing  blow  of  air  from  the  main  exhaust  port  of 
the  automatic  brake-valve;  and  at  the  first  light  ap- 
plication by  either  the  automatic  or  independent 
brake-valve,  the  application-chamber  pressure  will  run 
clear  up  to  53  pounds  arid  "pop"  at  the  safety  valve. 
To  avoid  this  trouble,  when  the  brake-pipe  branch  gets 
broken,  close  the  cut-out  cock  in  the  main-reservoir  sup- 
ply pipe  to  distributing  valve,  and  proceed  (after  plug- 
ging the  broken  pipe),  without  the  use  of  the  locomo- 
tive brake  in  any  kind  of  application  whatever. 

If  the  APPLICATION-CHAMBER  PIPE  (orange-colored, 
see  Fig.  48)  starts  leaking  at  any  point  between  the 
distributing  valve  and  the  independent  brake-valve, 
the  locomotive  brake  will  not  hold — probably  not  set 
at  all — as  the  result  of  any  brake-pipe  pressure  reduc- 
tion; if  the  leak  is  not  too  bad,  an  application  by  the 
independent  brake-valve  will  cause  the  locomotive 
brake  to  hold  as  long  as  it  remains  in  the  Quick-Appli- 
cation Position,  but  the  brake  will  release  as  soon  as 
[208] 


The  E-T  Air-Brake  Pocket-Book 

the  brake  valve  is  lapped.  Leakage  only  from  the  sec- 
tion of  this  pipe  connecting  the  independent  and 
automatic  brake-valves  will  have  no  effect  whatever 
upon  an  application  by  the  independent  brake-valve, 
but  the  locomotive  brake  will  not  apply  from  any  reduc- 
tion of  brake-pipe  pressure,  unless  the  independent 
brake-valve  handle  be  placed  in  Lap  Position  before  the 
automatic  application  is  made.  If  either  section  of  this 
pipe  is  broken  off,  the  effect  will  be  the  same  as  severe 
leakage. 

Find  the  point  of  leakage  from  tests  as  suggested 
above.  The  temporary,  road  remedies  are:  If  the 
distributing-valve  section  of  this  'pipe  is  ruptured  (be 
sure  in  cases  of  leakage  from  these  small,  copper  pipes 
that  it  is  not  simply  due  to  loose  pipe-union  nuts  that 
can  be  quickly  tightened,  and  the  leakage  stopped), 
plug  the  pipe  toward  the  distributing  valve,  and  dis- 
connect a  union  in  the  double-heading  pipe — preferably 
at  a  point  in  the  cab;  you  will  then  have  no  use  whatever 
of  the  independent  brake-valve,  but  the  locomotive 
brake  will  apply  as  usual  from  service  or  emergency 
reductions  of  brake-pipe  pressure;  the  holding  effect  on 
the  locomotive  brake  in  Release  and  Holding  Positions 
of  the  automatic  brake-valve  is  lost,  however,  and  this 
should  be  borne  in  mind  when  making  all  applications 
while  running.  If  the  automatic  brake- valve  section 
of  this  pipe  is  leaking  or  broken,  keep  going  on:  and, 

[209] 


Broken  Pipes,  No.  5  Equipment 

if  you  can't  stop  the  leak,  just  before  making  an  auto- 
matic application  place  the  independent  brake-valve 
handle  in  Lap  Position,  and  the  locomotive  brake  will 
operate,  and  hold,  as  usual ;  when  the  automatic  brake- 
valve  handle  has  been  returned  to  Running  Position 
(and  not  before),  return  the  handle  of  the  independent 
brake-valve  to  Running  Position,  and  the  locomotive 
brake  will  release. 

If  the  DOUBLE-HEADING  PIPE  (blue-colored,  see  Fig. 
48)  develops  a  leak,  or  breaks  between  the  distributing 
valve  and  double-heading  cock,  the  only  effect  is  that 
it  will  be  noticed  that  the  locomotive  brake  will  release 
in  the  Release  and  Holding  Positions  of  the  automatic 
brake- valve;  all  that  is  necessary  to  do  in  this  case — if 
it  is  the  leading  engine,  from  which  the  train  brakes  are 
operated— is  to  plug  the  pipe  toward  the  distributing 
valve,  and  no  difference  from  normal  brake  operation 
will  be  experienced.  With  this  section  of  pipe  broken 
on  one  of  the  "cut-out"  engines  in  double-  or  triple- 
heading,  just  pay  no  attention  to  it,  for  at  this  time  that 
pipe  has  an  atmospheric  terminus  anyhow;  the  only 
difference  is  that  this  engineer  could  not  retain  his 
locomotive  brake  in  case  of  a  train-brake  release  while 
running,  made  from  the  leading  engine,  except  by 
placing  his  independent  brake-valve  in  Quick  Applica- 
tion Position. 

If  the  section  of  this  pipe  between  the  double-heading 

[210] 


The  E-T  Air-Brake  Pocket-Book 

cock  and  automatic  brake-valve  is  broken  or  leaking, 
it  will  have  absolutely  no  effect  on  the  engine  from  which 
the  train  braking  is  being  done;  but  on  all  "cut-out  "  en- 
gines that  may  be  in  the  train  the  result  will  be  just  the 
same  as  already  explained  in  reference  to  the  main 
section  of  this  pipe  connecting  with  the  distributing 
valve. 


[211] 


Examination  Questions  and  Answers 


Examination  Questions  and  Answers 
ON   THE 

E-T  Locomotive-Brake  Equipment 
No.  5  and  No.  6 


Q.  i. — What  differences  are  there  in  handle  posi- 
tions, and  general  operation,  between  the  Engineer's 
Brake- Valves — Automatic,  and  Independent,— of  the 
No.  5  and  No.  6  styles,  E-T  locomotive-brake  equip- 
ment? 

A. — No  difference  ordinarily.  On  secondary  en- 
gines in  double  heading,  there  is  a  difference  in  the 
positions  in  which  the  different  automatic  brake-valve 
handles  should  be  carried. 

Q.  2. — Name  the  Positions  of  the  Handle  of  the 
Automatic  Brake-Valve  used  in  the  E-T  equipment. 

A. — Beginning  with  the  leftward,  the  positions  are 
Release,  Running,  Holding,  Lap,  Service-Application, 
and  Emergency-Application. 

Q.  3.— What  is  the  effect  of  the  Release  Position? 

A. — In  Release  Position,  main-reservoir  pressure 
flows  directly  to  the  brake  pipe,  and,  after  an  application, 

[212] 


The  E-T  Air-Brake  Pocket-Book 

releases  the  train  brakes,  but  the  locomotive  brakes 
remain  applied.  It  does  not  affect  the  normal  action 
of  the  pump  governor.  The  warning  port  blows. 

Q.  4. — What  changes  occur  when  the  handle  is 
moved  to  Running  Position? 

A. — The  locomotive  brake  releases.  The  direct  flow 
of  main-reservoir  pressure  to  the  brake  pipe  is  stopped; 
but  its  air,  reduced  by  the  feed  valve  to  70  pounds,  is 
then  supplied  to  the  brake  pipe,  to  the  pressure  cham- 
ber of  the  distributing  valve,  and  the  auxiliary  reser- 
voirs of  the  cars  in  the  train.  The  pump  governor 
remains  unaffected. 

Q.  5. — If  the  brake- valve  handle  had  been  brought 
from  Release  Position  to  Holding  Position  at  once, 
what  would  have  been  the  effect  ? 

A. — The  effect  would  have  been  the  same  as  in  Run- 
ning Position,  except  that  in  Holding  Position  the  loco- 
motive brake  would  not  release. 

Q.  6. — After  an  automatic  application  of  the  brakes 
on  the  locomotive  and  cars  of  a  short  train,  if  the  brake- 
valve  handle  is  placed  in  Running  Position,  what  will 
result  ?  If  placed  in  Holding  Position  ? 

A. — If  the  handle  is  placed  in  Running  Position,  the 
brakes  on  locomotive  and  cars  will  release;  if  in  Hold- 
ing Position,  the  car  brakes  only  will  release.  In  neither 
case  will  more  than  70  pounds  pressure  flow  into  the 
brake  pipe. 

[213] 


Handle  Positions,  Automatic  Brake- Valve 

Q.  7. — What  are  the  maximum  main-reservoir  and 
brake-pipe  pressures  possible  in  the  first  three  brake- 
valve-handle  positions  just  referred  to,  as  commonly 
used? 

A. — If  the  brake-valve  handle  had  been  left  in  Re- 
lease Position  long  enough,  main-reservoir  and  brake- 
pipe  pressures  would  have  equalized  at  90  pounds;  in 
Running  and  Holding  Positions,  main-reservoir  pres- 
sure 90  pounds,  and  brake-pipe  pressure  70  pounds. 

Q.  8. — What  results  when  the  handle  is  placed  in 
the  Lap  Position? 

A. — All  supply  of  air  pressure  to  the  brake  pipe  is  cut 
off.  The  (90-pound)  excess-pressure  head  of  the  pump 
governor  is  cut  out  of  service,  and  the  main-reservoir 
pressure  will  be  increased  to  no  pounds.  This  con- 
dition of  pump-governor  action,  and  pressure  of  main- 
reservoir  air,  is  maintained,  also,  in  both  application 
positions. 

Q.  9. — What  is  the  effect  when  the  brake- valve 
handle  is  placed  in  the  Service- Application  Position  ? 

A. — Brake-pipe  pressure  is  reduced :  rapidly  enough 
to  cause  the  brakes  of  the  locomotive  and  a  train  of 
any  length  to  apply  with  service  action,  but  not  fast 
enough  to  cause  quick  action  of  any  of  the  triple  valves; 
the  number  of  pounds-pressure  reduction  being  indi- 
cated by  the  black  hand  on  the  large  duplex  gauge 
that  registers  "equalizing-reservoir  pressure";  after 
[214] 


The  E-T  Air-Brake  Pocket-Book 

the  gauge  has  shown  the  desired  amount  of  reduc- 
tion, the  handle  should  be  returned  to  Lap  Position. 

Q.  10. — After  such  a  graduated  service  reduction 
as  alluded  to,  when  the  handle  has  been  returned  to 
Lap  Position,  will  the  discharge  of  brake-pipe  pres- 
sure cease  at  once? 

A. — Not  necessarily.  With  a  brake-pipe  air  volume 
no  greater  than  that  of  the  locomotive  and  one  or  two 
cars,  the  pressure  discharge  will  cease  as  soon  as  the 
brake- valve  handle  is  brought  to  the  Lap  Position ;  with 
more  than  that  number  of  cars,  the  discharge  of  brake- 
pipe  pressure  will  continue  for  a  time  after  the  brake 
valve  has  been  lapped — the  longer  the  train  line,  the 
longer  will  be  the  duration  of  the  pressure  discharge. 

Q.  ii. — What  results  when  the  brake- valve  handle  is 
placed  quickly  in  the  Emergency- Application  Position? 

A. — In  the  Emergency-Application  Position  the 
brake-pipe  air  is  heavily  discharged  and  its  pressure 
quickly  reduced,  through  a  large  port  in  the  rotary 
valve,  resulting  in  the  almost  instantaneous  applica- 
tion of  every  cut-in  brake  in  the  train,  the  triple 
valves  operating  with  quick  action. 

Q.  12. — What  differences  are  there  as  between  the 
Air  Gauges  of  No.  5  and  No.  6  E-T  Locomotive-  Brake 
Equipments  ? 

A. — There  are  2  air  gauges  in  all  styles  of  the  E-T 
equipment;  the  larger  is  always  a  duplex  gauge, 

[215] 


Handle  Positions,  Independent  Brake- Valve 

which  shows  main-reservoir  pressure  by  the  Red  Hand, 
and  Equalizing-Reservoir  Pressure  by  the  Black  Hand ; 
in  the  No.  5  equipment,  the  dial  of  this  gauge  reads 
"Red  Hand  Main-Reservoir  Pressure,"  and  "Black 
Hand  Train-Line  Pressure";  while  the  No.  6  gauge 
reads  the  same  as  to  the  Red  Hand,  but  states  more 
correctly — "Black  Hand  Equalizing-Reservoir  Pres- 
sure." The  smaller  gauge  is  of  the  single-pointer  style 
in  the  No.  5  equipment,  the  hand  is  Black,  and  indi- 
cates "Locomotive  Brake-Cylinder  Pressure";  in  the 
No.  6  equipment,  it  is  of  the  duplex  style,  and  the  dial  is 
changed  to  read — "Red  Hand  Brake-Cylinder  Pres- 
sure," and  "Black  Hand  Brake-Pipe  Pressure." 

Q.  13.— Name  the  Positions  of  the  Handle  of  the 
Independent  Brake- Valve. 

A. — From  the  left,  the  Handle  Positions  are  Release, 
Running,  Lap,  Slow- Application,  and  Quick- Application. 

Q.  14. — Why  would  it  be  impossible  to  leave  the 
handle  of  the  independent  brake-valve  in  Release,  or 
Quick- Application,  Positions  ? 

A. — Because  the  return  spring  within  the  valve  body 
will  automatically  rotate  the  rotary  valve  from  Release 
to  Running  Position,  and,  in  the  No.  6  equipment, 
from  Quick-Application  Position  to  Slow-Application 
Position. 

Q.  15. — What  is  the  result  when  the  independent 
brake-valve  handle  is  put  into  the  Release  Position  ? 
[216] 


The  E-T  Air-Brake  Pocket-Book 

A. — The  locomotive  brake  will  release,  after  any 
manner  of  application  whatever.  In  this  position  of 
the  independent  brake-valve  of  the  No.  6  equipment,  a 
warning  port  is  caused  to  blow,  as  a  measure  of  safety 
in  case  of  a  broken  return-spring,  as,  if  the  independent 
brake-valve  should  remain  in  Release  Position,  it  would 
be  impossible  to  apply  the  locomotive  brake  in  any 
manner. 

Q.  16. — What  is  the  effect  of  the  Running  Position 
of  the  independent  Brake-Valve  Handle? 

A. — It  is  the  regular  carrying  position  for  the  brake- 
valve  handle,  and  must  not  be  moved  therefrom  except 
to  apply  the  independent  locomotive  brake,  or  to  re- 
lease it  when  the  automatic  brake-valve  handle  is  in 
some  other  than  its  Running  Position.  When  the 
automatic  brake- valve  handle  is  in  Running  Position, 
and  a  locomotive-brake  application  has  been  made  by 
the  independent  brake-valve,  in  order  to  release  it  it 
is  only  necessary  to  place  the  independent  brake- valve 
in  Running  Position.  The  locomotive  brake  can  not 
be  released  by  the  automatic  brake-valve  unless  the  in- 
dependent brake-valve  is  in  Running  Position. 

Q.  17. — What  is  effected  in  the  Lap  Position  of  this 
brake- valve  ? 

A. — As  in  any  other  brake-valve,  all  ports  in  the  ro- 
tary valve  and  rotary-valve  seat  that  are  separable,  are 
closed;  it  is  the  negative  position  to  which  the  handle 

[217] 


Regulation  of  Pressures 

is  returned  after  making  a  graduated,  independent 
application. 

Q.  18. — Explain  the  Slow- Application  Position. 

A. — In  this  position  the  locomotive  brake  will  be 
applied  slowly,  as  the  term  indicates,  giving  the  engineer 
the  opportunity  to  graduate  the  application  as  finely  as 
he  desires.  After  a  graduated  application,  the  handle 
should  be  returned  to  the  Lap  Position,  but  when  it  is 
required  that  the  locomotive  shall  be  held  for  some 
time  under  the  control  of  the  independent  brake,  leave 
the  handle  in  this  position  of  Slow  Application. 

Q.  19. — Explain  the  Quick- Application  Position. 

A. — The  action  of  all  parts  affected  during  an  in- 
dependent-brake application  is  no  different  as  between 
the  Slow-Application  and  Quick-Application  Positions, 
except  that  in  the  latter  position  braking  pressure  is 
supplied  to  the  engine-  and  tender-brake  cylinders 
through  a  larger  port  in  the  rotary  valve,  giving,  as  the 
name  implies,  a  quick  action  of  the  locomotive  brake. 

Q.  20. — What  regulates  the  Brake-Pipe  Pressure 
in  the  E-T  equipment? 

A.— The  Feed  Valve. 

Q.  21. — What  regulates  the  Main- Reservoir  Pres- 
sure? 

A. — The  Duplex  Pump- Governor. 

Q.  22. — What  pressure  is  supplied  to  the  Independ- 
ent Brake-Valve?  What  regulates  it  at  that  figure? 
[218  ] 


The  E-T  Air-Brake  Pocket-Book 

Also,  what  other  air-pressure-using  device  is  supplied 
from  the  same  source? 

A. — 45  pounds  pressure  is  supplied  to  the  independ- 
ent brake-valve,  by  the  Reducing  Valve,  which  also 
furnishes  the  pressure  used  in  the  Train  Air-Signal 
System. 

Q.  23. — Where  does  the  pressure  for  the  locomotive 
brake  cylinders  come  directly  from,  at  an  automatic 
application?  At  an  independent  application? 

A. — In  both  cases,  from  the  main  reservoir. 

Q.  24. — In  each  case,  what  reduces  the  pressure,  and 
regulates  the  amount? 

A. — At  an  automatic  application,  the  distributing 
valve,  influenced  by  the  amount  of  brake-pipe-pressure 
reduction;  at  an  independent  application,  by  the  in- 
dependent brake-valve,  or  the  reducing  valve. 

Q.  25. — If  we  wish  to  carry  70  pounds  brake-pipe 
pressure,  and  90  pounds  main-reservoir  pressure, 
with  brake-valves  in  Running  Position,  but  after 
pumping  up  to  the  limit  we  have  pressures  of  60 
pounds  and  90  pounds,  respectively;  is  the  pump 
governor  all  right?  What  changes  should  be  made 
to  secure  the  desired  pressures  ? 

A. — Although  90  pounds  is  the  pressure  desired  in 
the  main  reservoir,  the  governor  is  not  adjusted  cor- 
rectly. The  responsible  governor  top  is  not  expected 
to  regulate  the  main-reservoir  pressure  at  90  pounds, 

[219] 


Changing  to  High-Speed  Pressures 

but  to  regulate  that  pressure  at  a  figure  20  pounds 
higher  than  that  in  the  brake  pipe.  As  the  case  stands, 
the  regulating  spring  of  the  excess-pressure  governor 
top  should  be  slackened  until  the  gauge  shows  80 
pounds  on  the  Red  Hand,  as  against  the  60  pounds  on 
the  Black  Hand;  then,  slowly  turn  the  hand-wheel  on 
the  feed  valve  clockwise,  tightening  the  regulating 
spring,  and  both  gauge  hands  will  rise  equidistantly 
until  they  stand  as  desired  at  70  pounds  brake-pipe,  and 
90  pounds  main-reservoir,  pressures. 

Q.  26. — With  these  pressures  secured,  suppose  that 
you  should  have  to  operate  a  High-Speed-Braked 
passenger  train,  what  changes  would  you  be  re- 
quired to  make  in  the  air-brake  equipment? 

A. — To  change  the  E-T  equipment  from  the  com- 
mon "yo-pound  brake"  to  the  High-Speed  Brake,  is  a 
very  simple  matter,  indeed.  When  such  change  may 
be  anticipated,  the  high-pressure  governor  top  should  be 
permanently  adjusted  at  a  figure  some  higher  than  130 
pounds — say  140  pounds;  also,  the  high-pressure  stop 
on  the  feed  valve  should  be  already  adjusted  and  tightly 
clamped  in  the  proper  position.  To  make  the  change 
it  is  only  necessary  to  revolve  the  wheel  handle  of  the 
feed  valve  clockwise  until  the  pin  on  the  wheel  strikes  the 
stop  situated  diametrically  opposite  the  yo-pound  stop; 
brake-pipe  and  main-reservoir  pressures  will  be  equally 

and  automatically  advanced  by  this  simple  act,  to  no 
[220] 


The  E-T  Air-Brake  Pocket-Book 

pounds  and  130  pounds,  respectively,  and  so  main- 
tained while  the  automatic  brake-valve  is  in  Running 
Position;  but  when  the  handle  is  moved  to  Lap,  or 
either  of  the  Application  Positions,  main-reservoir 
pressure  will  be  increased  to  140  pounds,  as  a  measure 
toward  prompt  train-brake  release. 

Q.  27. — If  the  brake-cylinder  Piston  Travel  be- 
comes excessively  long,  on  the  locomotive  or  tender, 
will  the  force  on  the  piston  be  reduced  thereby,  as  it  is 
in  the  ordinary  automatic  brake  ? 

A. — No;  the  air  pressure  per  square  inch  on  the  pis- 
tons will  not  be  affected  by  variations  of  the  piston 
travel,  and  the  holding  power  will  be  the  same  for  any 
given  degree  of  application,  so  long  as  the  piston  does 
not  strike  the  non-pressure  (back)  head  of  the  brake 
cylinder;  and  the  pressures  per  square  inch  will  be 
equal  in  the  cylinders  of  the  driver,  tender,  and  truck 
brake.  With  too  long  piston-travel,  the  brake  will  be 
tardy  in  completely  releasing,  however. 

Q.  28. — What  will  be  the  effect  of  Leakage  of 
Locomotive  Brake-Cylinder  Pressure? 

A. — An  amount  of  brake-cylinder-pressure  leakage 
that  could  render  the  ordinary  automatic  brake  abso- 
lutely ineffective  will  not  at  all  weaken  the  holding  power 
of  the  E-T  brake,  for  in  the  latter  this  pressure  is  main- 
tained — insured  against  leakage,  or  the  loss  of  pres- 
sure from  leakage. 

[221] 


Possible  leakage  of  Braking  Pressure 

Q.  29. — To  preserve  this  feature  of  locomotive 
braking-pressure  maintenance,  is  it  not  essential  that 
certain  other  parts  of  the  locomotive  air-brake  equip- 
ment shall  be  absolutely  free  from  leakage  to  the  at- 
mosphere ? 

A. — Yes;  the  two  little  copper  pipes  that  connect  to 
the  left  side  of  the  distributing  valve  must  be  perfectly 
free  from  leakage  clear  to  their  further  terminals; 
also  the  head  of  the  upper  portion  of  the  distribu- 
ting valve  (application-piston  cylinder  cover)  must  be 
tight. 

Q.  30. — If,  after  an  application  by  either  brake- valve, 
when  a  release  is  attempted  the  locomotive  brake-cylin- 
der pressure  will  be  exhausted  until  only  a  few  pounds 
remains  when  its  escape  ceases,  and  the  brake  remains 
lightly  "  stuck  " — this  at  a  release  by  either  brake 
valve — and  the  only  way  found  to  completely  release 
it  is  to  move  the  independent  brake-valve  handle  to. 
the  full  Application  Position  for  a  second,  and  then 
throw  it  quickly  to  Release  Position, — what  could  be 
the  cause  of  the  trouble? 

A. — The  packing  of  Application  Piston  10,  in  the 
upper  portion  of  the  distributing  valve,  is  in  bad  con- 
dition and  the  Application  and  Exhaust  Slide  Valves 
lack  lubrication,  and  are  gummy.  Experience  has 
proven  that  the  maintenance  of  proper  condition  of  this 
piston  is  at  once  the  most  important  feature,  and  the 

[222] 


The  E-T  Air-Brake  Pocket-Book 

hardest  thing  to  secure,  of  anything  relative  to  the  dis- 
tributing valve. 

Q.  31. — Where  is  the  Double-Heading  Cock,  and 
in  what  way  does  it  differ,  constructively,  as  between 
the  No.  5  and  No.  6  equipments  ? 

A. — The  double-heading  cock  is  placed  in  the  auto- 
matic brake-valve  branch  of  the  brake  pipe,  and  is  lo- 
cated directly  beneath  the  brake-valve.  In  the  No.  5 
equipment  it  is  double  ported,  one  port  through  it  con- 
veying brake-pipe  pressure,  and  at  an  angle  of  90  de- 
grees to  it  is  the  port  to  connect  with  the  double-head- 
ing pipe  when  the  cock  is  in  the  "closed"  position — 
turned  90  degrees,  and  closed  to  brake-pipe  pressure. 
In  the  No.  6  equipment  there  is  no  "double-heading 
pipe,"  and  the  Double-Heading  Cock  is  a  common, 
i -inch  cut-out  cock. 

Q.  32. — In  case  of  Double  Heading,  if  the  engineer 
of  the  leading  engine  operates  the  train  and  locomo- 
tive brakes,  what  shall  he  do  specially  under  the 
circumstances  if  his  engine  has  E-T  equipment? 

A. — He  shall  make  no  changes  in  the  equipment  in 
any  way,  and  shall  operate  the  brakes  just  the  same  as 
if  there  was  no  other  engine  in  the  train. 

Q.  33. — Under  the  same  circumstances  what  should 
the  engineer  of  the  following  engine  do,  if  he  has  the 
E-T  equipment? 

A. — He  shall  permit  his  air  pump  to  run  as  usual; 

[223] 


Double  Heading 

shall  close  the  double-heading  cock.  If  he  has  the  No. 
5  equipment,  he  shall  place  his  automatic  brake-valve 
handle  on  Lap,  as  the  regular  carrying  position  for  it 
under  the  circumstances.  With  the  No.  6  equipment, 
the  double-heading  cock  must  be  closed,  but  the  au- 
tomatic brake-valve  handle  should  be  left  in  the  Run- 
ning Position. 

Q.  34. — Suppose  the  air  pump  on  the  second  engine 
should  be  broken  down ;  or  a  "  dead  "  engine  is  being 
towed;  in  either  case,  with  E-T  equipment,  would  the 
locomotive  brake  on  such  engine  be  operative  ? 

A.  Not  unless  that  locomotive  was  equipped  with 
the  parts  supplementary  to  the  regular  E-T  equip- 
ment called  the  "  Dead-Engine  Feature." 

Q.  35. — Explain  the  Dead-Engine  Feature,  and  the 
principle  of  its  use. 

A. — It  comprises  a  branch  pipe  connecting  the  main 
brake  pipe,  or  train  line,  with  a  conveniently  located 
pipe  containing  main-reservoir  pressure;  this  branch 
pipe  contains  a  cut-out  cock  which  is  normally  closed, 
a  small  cylinder  filled  with  curled  hair  that  acts  as  an 
air  strainer,  a  check-valve,  and  a  choke  fitting  with  a 
small  hole  (about  jV-inch  diameter)  through  it  which 
limits  the  flow  of  air  through  the  device  (generally 
termed  the  "  Combined  Air  Strainer  and  Check- Valve"). 
When  a  locomotive  whose  air  pump  is  inoperative  is 
coupled  into  a  train  the  brakes  of  which  are  to  be  oper- 
[224] 


The  E-T  Air-Brake  Pocket-Book 

ated  from  another  engine,  the  engineman  on  the  "dead" 
locomotive  (in  addition  to  closing  the  double-heading 
cock  and  placing  his  automatic  brake-valve  handle  as 
prescribed  in  answer  to  question  33)  should  open  the  cut- 
out cock  in  his  dead-engine  feature ;  this  will  charge  his 
main  reservoir  to  a  pressure  nearly  equal  to  that  of  the 
brake  pipe,  and  higher  than  is  really  necessary.  The 
check-valve  prevents  back  flow  of  main-reservoir  pres- 
sure to  the  brake  pipe  when  the  operating  engineer 
makes  an  automatic  application,  and  the  choke  fitting 
limits  the  drain  from  the  brake  pipe  to  about  the  time 
flow  through  the  feed  groove  of  a  triple  valve  in  charg- 
ing an  auxiliary  reservoir.  The  brakes  of  the  "dead" 
engine  will  then  be  automatically  operative,  and  its  in- 
dependent brake  could  be  applied,  if  necessary. 

Q.  36. — Is  the  same  set  of  fixtures  comprised  in  the 
dead-engine  feature  used  in  another  connection,  in 
the  E-T  locomotive  equipment  ? 

A. — Yes;  if  the  Train  Air  Signal  is  used,  the  West- 
inghouse  furnishings  for  the  dead-engine  feature  are 
used  to  connect  the  Reducing- Valve  Pipe  (of  45  pounds 
pressure)  with  the  main  Signal  Pipe. 

Q.  37. — What  differences,  if  any,  are  found  in  the 
Combined  Air  Strainer  and  Check- Valve  as  between  its 
use  in  the  Signal  Line,  and  as  the  Dead-Engine 
Feature? 

A. — In  connection  with  the  Signal  Line,  a  light  spring 

[225] 


Inspection  of  E-T-equipment 

is  used  over  the  check-valve,  while  in  the  Dead-Engine 
Feature  the  check-valve  spring  is  much  stiffen 

Q.  38. — At  what  Pressure  should  the  Safety  Valve 
be  adjusted? 

A. — The  safety  valve  on  the  No.  5  equipment  dis- 
tributing-valve should  be  adjusted  at  53  pounds;  on 
the  No.  6  distributing  valve,  it  should  be  set  at  68 
pounds. 

Q.  39. — When  it  is  desired  to  inspect  one  of  the 
brake-valves,  to  remove  the  feed  valve,  reducing  valve, 
or  distributing  valve,  or  to  make  any  other  discon- 
nection of  parts  in  the  E-T  equipment,  will  it  be  neces- 
sary to  shut  down  the  air  pump  and  blow  off  the  main- 
reservoir  pressure? 

A. — No.  This  would  only  be  necessary  in  case  the 
high-pressure  governor  top,  or  the  air  pipe  leading  to  it, 
had  to  be  disconnected.  Before  making  any  disconnec- 
tion in  all  other  parts  of  the  E-T  equipment,  place  the 
automatic  brake-valve  handle  in  Release  Position  and 
close  the  Main-Reservoir  Cut-out  Cock;  this  is  a  sort 
of  3-way  cock,  and,  in  addition  to  cutting  off  the  supply 
of  main-reservoir  pressure  from  the  general  equipment, 
the  latter  is  drained  of  pressure  through  a  small  port  in 
the  cock.  The  direct  air-passageway  through  the  auto- 
matic brake-valve,  made  by  placing  the  handle  in  Re- 
lease Position,  is  to  prevent  the  lifting  of  its  rotary  valve 
and  of  the  slide  valve  in  the  feed  valve,  with  the  chances 
[226] 


The  E-T  Air-Brake  Pocket-Book 

of  dirt  lodging  on  the  seats  of  those  valves  when  the  air 
current  is  reversed  in  direction  of  flow. 

Q.  40.— What  is  the  upper  portion  of  the  Distributing 
Valve  called?  What  is  its  duty? 

A. — The  upper  portion  of  the  valve  section  of  the  dis- 
tributing valve  is  called  the  Application  Portion;  its 
contained  mechanism  is  given  the  duty  of  supplying 
main-reservoir  air  to  the  locomotive  brake-cylinders  at 
automatic  and  independent  applications;  and  of  dis- 
charging the  brake-cylinder  pressure,  at  automatic  or 
independent  release. 

Q.  41. — What  is  the  lower  portion  of  the  distribu- 
ting valve  called?  And  what  is  its  duty? 

A. — The  lower  portion  of  the  valve  section  of  the 
distributing  valve  is  called  the  Equalizing  Portion;  its 
contained  mechanism  acts  only  in  response  to  reduc- 
tions and  recharges  of  brake-pipe  pressure ;  resembling 
a  triple  valve  in  its  operation,  its  duty  is  to  actuate  the 
upper,  or  Application,  mechanism  when  an  automatic 
application  or  release  is  initiated;  to  graduate  the  power 
of  automatic  applications. 

Q.  42. — What  is  the  reservoir  section  of  the  distrib- 
uting valve  called?  And  what  duty  does  it  perform? 

A. — It  is  called  the  Double-Chamber  Reservoir,  be- 
ing separated  by  an  internal,  air-tight  dividing  wall  into 
two  compartments — one  large  one,  and  a  much  smaller 

one;    the  larger  compartment  is  termed  the  Pressure 

[227] 


Quick-Action  Cylinder  Cap 

Chamber,  and  the  smaller  one  the  Application  Cham- 
ber. Together  they  represent  the  auxiliary  reservoir 
and  (dummy)  brake  cylinder  as  associate  parts  of  the 
lower,  or  triple  valve,  portion  of  the  valve  section. 

Q.  43. — What  apparent  difference  is  there  between 
the  Distributing  Valves  of  the  No.  5  and  the  No.  6  E-T 
equipments  ? 

A. — In  the  head  of  the  lower  portion  of  the  No.  6 
distributing  valve,  there  is  an  Equalizing-Piston  Gradu- 
ating Spring;  while  the  No.  5  distributing  valve  con- 
tains no  such  Graduating  Spring. 

Q.  44.— What  is  the  "  Quick- Action  Cylinder  Cap," 
used  in  connection  with  the  E-T  equipment?— Explain 
its  duty,  and  can  it  be  used  with  either  style  of  the 
E-T  equipment? 

A. — The  Quick-Action  Cylinder  Cap  is  a  special 
head  for  the  lower,  or  equalizing,  portion  of  the  No. 
6  distributing  valve,  only;  and  only  furnished  when 
specifically  ordered.  Its  duty  is  to  discharge  a  portion 
of  the  brake-pipe  air  when  an  automatic  emergency- 
application  is  made ;  this  air  discharged  from  the  brake 
pipe  flashes  into  the  locomotive  brake  cylinders  before 
the  upper,  or  application,  mechanism  has  had  time  to 
open  the  brake-cylinder  supply  from  the  main  reservoir. 

Q.  45. — Does  this  effect  the  increase  of  locomotive 
brake-cylinder  pressure  at  an  emergency  application, 
that  is  noticed  on  the  gauge  ? 

[228] 


The  E-T  Air-Brake  Pocket-Book 

A. — No.  The  brake-cylinder  pressure  is  governed 
by  the  distributing  valve,  no  matter  what  its  source  of 
supply;  it  is  greater  at  an  emergency  application  than 
at  a  full  service  application,  but  the  increase  is  due  to 
the  reduced  expansion  of  pressure-chamber  air  at  an 
emergency  application. 

Q.  46. — How  should  the  brakes  of  a  passenger  train 
be  operated  in  making  regular  Station  Stops,  with  the 
E-T  equipment  on  the  locomotive? 

A. — By  the  Two- Application  method.  This  consists 
in  making  two  separate  service-applications:  the  first, 
quite  heavy,  and  the  second,  light.  After  the  speed  of 
the  train  has  been  heavily  reduced  by  the  first  applica- 
tion, the  train-  and  locomotive-brakes  should  be  re- 
leased by  placing  the  automatic  brake-valve  handle  in 
Running  Position;  the  second  application  should  be 
released  just  before  the  wheels  stop  turning,  by  placing 
the  brake-valve  handle  in  Release,  and  then  Holding 
Position;  and  if  the  track  is  not  level,  the  handle  may 
be  left  in  the  latter  position  until  the  signal  to  start  is 
received:  otherwise,  return  the  handle  to  Running 
Position,  as  soon  as  the  train  is  stopped. 

Q.  47. — How  should  the  brakes  on  a  very  long  pas- 
senger train  be  operated? 

A. — The  brakes  on  a  very  long  passenger  train  should 
be  operated  about  the  same  as  is  recommended  for 
freight-train  braking,  the  amount  of  draft-gear  slack 

[229] 


Science  of  Making  Stops 

and  the  long  train-line,  or  brake  piping,  making  the 
conditions  and  requirements  nearly  the  same. 

Q.  48. — How  should  the  brakes  of  a  freight  train  be 
operated,  with  E-T  equipment  on  the  locomotive  ? 

A. — Where  a  stop  is  intended,  hold  the  train-  and 
locomotive-brakes  on  until  the  wheels  stop  turning. 
Make  the  initial  reduction  of  brake-pipe  pressure  as 
heavy  as  the  stopping  distance,  speed,  and  gradient  will 
permit.  If  a  slowdown,  only,  is  made,  release  the  train 
brakes  by  placing  the  automatic  brake-valve  handle  in 
Release  Position,  afterward  moving  the  handle  to  Hold- 
ing Position ;  before  returning  it  to  its  regular  carrying 
position,  give  the  handle  a  second  push  into  Release 
Position,  leaving  it  there  but  2  or  3  seconds,  and  re- 
turn to  Running  Position.  Always  use  the  Release 
Position  to  release  the  train  brakes. 

Q.  49. — What  particular  instructions  should  be 
remembered  and  always  be  observed,  concerning  the 
Independent  Brake- Valve  ? 

A. — When  using  the  independent  brake  to  hold  the 
locomotive  while  standing  on  the  turntable,  at  a  water 
column,  coal  chute,  etc.,  do  not  return  the  independent 
brake- valve  handle  to  the  Lap  Position  but  leave  it  in 
Slow-Application  Position.  Be  exceedingly  cautious 
in  applying  the  independent  brake  while  running,  when 
the  locomotive  is  attached  to  a  long  freight  train,  as  it 
can  cause  the  slack  to  run  in  with  a  tremendous  shock- 
[230] 


The  E-T  Air-Brake   Pocket-Book 

ing  effect.  With  a  passenger  train,  do  not  apply  and 
release  the  independent  locomotive  brake  while  the  en- 
gine is  using  steam,  just  to  "  steady  the  train  "  while 
rounding  curves  at  a  good  rate  of  speed.  With  any 
kind  of  train  and  under  all  circumstances  while  run- 
ning at  any  rate  of  speed,  use  the  independent  brake- 
valve  only  when  actually  necessary,  and  then  with  the 
exercise  of  the  best  of  judgment.  Use  it  altogether  in 
operating  the  locomotive  brake  when  detached  from  a 
train. 

Q.  50. — What  style  of  Hose  and  Couplings  are  used 
in  the  Brake-Cylinder  Pressure  line  between  the  en- 
gine and  tender,  in  the  E-T  equipment  ? 

A. — One  pair  of  Signal  Hose,  complete  (i-inch  hose, 
with  J-inch  nipples,  and  signal  couplings). 

Q.  51. — If  the  main  Brake  Pipe  (train  line)  should 
break  off  under  the  tender,  how  could  the  train  brakes 
be  operated? 

A. — By  using  the  signal  pipe  to  convey  the  brake- 
pipe  air  past  the  tender.  Cross-couple  the  brake  hose 
from  engine  with  signal  hose  of  tender,  and  signal  hose 
from  the  rear  of  tender  with  brake  hose  on  head  end  of 
first  car;  open  all  cocks  in  the  made-up  line,  and  close 
the  cut-out  cock  in  the  signal  line  on  the  engine.  Make 
the  cross-connections  between  the  brake  and  signal 
hose-couplings  with  a  "combination  hose"  or,  if  none 
such  are  carried,  by  forcing  the  different  styles  of  hose- 

[231] 


Breakage  of  Pipes 

couplings  together.  In  the  latter  case,  after  finishing  the 
trip  new  hose  should  be  applied,  as  forcing  them  to- 
gether damages  the  couplings  for  regular  service. 

Q.  52. — After  making  this  arrangement  for  getting 
around  the  burst  brake-pipe  under  the  tender,  could 
the  air  signal  then  be  used? 

A. — No;   it  would  then  be  inoperative  from  the  cars. 

Q-  53 • — If  the  pilot  branch  of  Brake  Pipe  is  found 
broken  when  coupling  to  a  train  in  front  of  engine,  how 
then  can  it  be  arranged  to  operate  the  brakes  of  the 
train  ? 

A. — First,  couple  the  brake  hose  and  signal  hose  to- 
gether at  rear  of  the  tender;  then  couple  the  signal  hose 
at  pilot  with  the  brake  hose  of  the  adjoining  car;  open 
all  cocks  in  the  made-up  line,  and  close  the  supply 
cut-out  cock  in  the  signal  line  on  engine. 

Q.  54. — If  the  Equalizing-Reservoir  Pipe  breaks  off, 
how  should  you  remedy  matters? 

A. — Plug  the  broken  pipe;  also  plug  the  service-ex- 
haust fitting  in  the  bottom  of  the  automatic  brake- 
valve;  proceed,  making  service  reductions  by  moving 
the  automatic  brake-valve  handle,  carefully,  a  short 
distance  into  the  Emergency-Application  Position. 

Q.  55. — If  the  Main-Reservoir  Supply  Pipe  to  Dis- 
tributing Valve  becomes  ruptured,  what  are  the  in- 
structions in  such  cases? 

A. — Plug  the  broken  pipe  toward  the  main-reservoir 
[232] 


The  E-T  Air-Brake   Pocket-Book 

pressure,  or,  if  there  is  a  cut-out  cock  in  the  piece  of 
the  broken  pipe  toward  the  main  reservoir,  close  it; 
then  proceed.  Brakes  on  the  train  are  then  operative 
as  usual,  but  not  on  the  locomotive,  by  either  an  in- 
dependent or  automatic  application. 

Q.  56. — If  the  Brake-Pipe  Branch  to  Distributing 
Valve  is  broken,  what  should  be  done  ? 

A. — With  the  No.  5  equipment,  plug  the  broken  pipe 
toward  the  brake  pipe,  and  also  close  the  cut-out  cock 
in  the  main-reservoir  supply  pipe  to  distributing  valve, 
if  there  is  one;  in  some  of  the  older  equipments  of  this 
style  of  brake  there  is  no  such  cut-out  cock,  and  in  that 
case  place  a  blind  gasket  in  a  union  in  the  pipe,  and 
proceed,  but  without  the  use  of  the  locomotive  brake. 
With  the  No.  6  equipment,  plug  the  broken  pipe,  and 
go  right  along.  In  the  latter  case,  while  the  locomotive 
brake  will  not  respond  to  automatic  brake-pipe  reduc- 
tions, it  can  be  applied  by  the  independent  brake- valve, 
but  which  must  be  placed  in  the  Release  Position  in 
order  to  release  it. 

Q.  57.— If  the  Brake-Cylinder  Pipe  gets  broken  off, 
what  should  you  do  ? 

A. — If  the  pipe  is  broken  between  the  distributing 
valve  and  brake-cylinder  cut-out  cocks,  close  the  cut- 
out cock  in  the  main-reservoir  supply  pipe  to  distribu- 
ting valve,  or,  in  its  absence,  use  a  blind  gasket  in  a 
union.  Proceed,  without  the  use  of  the  locomotive 

[233] 


Remedying  Broken  Pipes 

brake.  If  a  section  of  this  pipe  line  gets  broken  between 
a  brake  cylinder  and  its  individual  cut-out  cock,  just 
close  that  brake-cylinder  cut-out  cock,  and  go  on,  with 
only  the  loss  of  that  one  portion  of  the  locomotive  brake. 

Q.  58. — If  the  Feed- Valve  Pipe  Branch  to  Excess- 
Pressure  Governor  Top  should  get  broken  off,  how 
would  you  overcome  the  effect  on  the  pump  governor  ? 

A. — Plug  the  broken  pipe  toward  the  feed-valve  pipe, 
and  place  a  blind  gasket  in  a  union  in  the  pipe  from 
automatic  brake-valve  to  excess-pressure  governor  top. 
Proceed,  with  pump  under  permanent  control  of  the 
high-pressure  governor  top. 

Q.  59. — Suppose  that  the  Main-Reservoir-Pressure 
Pipe  from  the  Automatic  Brake-Valve  to  the  Excess- 
Pressure  Governor  Top  breaks,  en  route,  how  would 
you  get  around  this  trouble  ? 

A. — Plug  the  broken  pipe  toward  the  brake-valve, 
and  proceed,  with  air  pump  under  permanent  control 
of  the  high-pressure  governor  top. 

Q.  60. — Suppose  that  the  direct  Main-Reservoir- 
Air  Pipe  to  High-Pressure  Governor  Top  should  be  the 
broken  one :  What  are  the  instructions  in  such  case  ? 

A. — Plug  the  broken  pipe  toward  the  main  reservoir, 
and  go  on.  Whenever  an  application  is  made  by  the 
automatic  brake-valve,  watch  the  main-reservoir-pres- 
sure gauge  hand,  and  if  it  begins  to  rise  too  high, 
throttle  the  steam  supply  to  the  air  pump. 
[234] 


The  E-T  Air-Brake   Pocket-Book 

Q.  61. — If  the  Reducing- Valve  Pipe  breaks,  what 
should  be  done  in  the  way  of  preventing  it  being  the 
cause  of  other  trouble,  as  well  as  stopping  the  escape 
of  reducing- valve  pressure? 

A. — First,  to  stop  the  waste  of  air,  slacken  the  pres- 
sure-adjusting nut  of  the  reducing  valve  until  no  more 
air  will  feed  from  it ;  then,  plug  the  broken  pipe  toward 
the  independent  brake- valve,  and  plug  the  exhaust  port 
in  the  bottom  of  the  independent  brake-valve.  Proceed, 
with  the  automatic  brake  operative  as  usual  on  the  loco- 
motive and  train,  but  without  the  train  air  signal  and 
independent  locomotive  brake. 

Q.  62. — In  the  No.  5  equipment,  suppose  that  the 
Double-Heading  Pipe  should  get  broken  between  the 
double-heading  cock  and  the  distributing  valve:  How 
would  you  remedy  this  case  ? 

A. — The  remedy  is  simply  to  plug  the  broken  pipe 
toward  the  distributing  valve ;  then  go  on.  Everything 
will  operate  as  usual. 

Q.  63. — If,  in  the  No.  5  equipment,  the  Application- 
Chamber  Pipe  should  get  broken,  what  should  be  done  ? 

A. — Plug  the  pipe  toward  the  distributing  valve,  and 
disconnect  the  double-heading  pipe  somewhere  be- 
tween the  double-heading  cock  and  distributing  valve. 
The  locomotive-  and  train-brakes  can  then  be  ap- 
plied by  the  automatic  brake-valve  as  usual,  but  the 
ordinary  retaining  feature  of  the  locomotive  brake  in 

[235] 


Broken  Pipes,  Nos.  5  and  6  Equipments 

Release  and  Holding  Positions  of  the  automatic  brake- 
valve  will  be  lost.  The  independent  brake- valve  will  be 
inoperative,  and  should  be  left  unused  in  the  Running 
Position. 

Q.  64. — In  the  No.  6  equipment,  how  would  you 
overcome  the  effect  of  a  broken  Application-Cylinder 
Pipe? 

A. — Plug  the  broken  pipe  toward  the  distributing 
valve,  and  proceed.  The  locomotive-  and  train-brakes 
can  then  be  operated  as  usual  by  the  automatic  brake- 
valve,  but  the  independent  brake-valve  will  be  out  of 
service,  completely. 

Q.  65. — In  the  No.  6  equipment,  suppose  the  Dis- 
tributing-Valve Release  Pipe  should  get  broken  off: 
what  are  the  instructions? 

A. — Keep  going;  but  without  the  retaining,  or  hold- 
ing, effect  on  the  locomotive  brake  when  the  auto- 
matic brake-valve  is  placed  in  Release  or  Holding 
Positions.  The  locomotive  brake  can  be  applied  by 
the  independent  brake-valve,  but  will  release  if  that 
brake- valve  is  returned  to  the  Lap  Position. 


[236] 


INDEX 


A 

Am  BRAKE,  the  automatic,  32. 

the  quick-action,  89. 

the  straight-air,  32. 
Air-brake  work,  reporting,  180. 
Air  pump,  the,  20. 

stops  working,  179,  224. 
Application-chamber  pipe,  the,  197. 

breakage  of,  208. 
Application-cylinder  pipe,  the,  23. 

leakage  from  the,  187,  236. 
Arrangement  of  apparatus,  pipe  connections,   and   general   route  of 

pressures,  24. 
Automatic  brake-valve,  the  H-6,   102. 

emergency  position,  effect  of  the,  107,  132,  215,  228. 

holding  position,  effect  of  the,  104,  125,  214. 

lap  position,  effect  of  the,  106,  127,  214. 

release  position,  effect  of  the,  102,  120,  212,  214. 

running  position,  effect  of  the,  103,  123,  213. 

service  position,  effect  of  the,  106,  131,  214. 
Auxiliary  reservoir,  the,  33. 

B 

BLEED  brakes,  to,  43. 
Brake-cylinder,  the,  33. 
Brake-cylinder  pipe,  the,  23. 

leakage  from,  186,  233. 
Brake-cylinder  pressure,  219. 

leakage  of  the,  221. 
Brake  pipe,  the,  22,  35,  184. 


Index 

Brake  pipe,  and  signal  pipe,  blowing  out  the,  174. 

branch  of,  to  distributing  valve,  186,  233, 

broken  off,  231,  232. 

pilot  section  of,  when  broken,  190. 

testing  for  leakage  of,  193. 
Brakes  sticking,  on  locomotive,  222. 
Brake-valve,  automatic,  the  H~5,  200. 
Brake-valve,  independent,  the,  S-F  (No.  5),  205. 
Brake-valve,  the  H-6  automatic,  20. 

chamber  D  of,  112. 

connections  of,  25,  30,  102. 

general  explanation  of,  107,  116. 

handle  positions  of,  102,  114,  212. 

rotary  valve,  explanation  of  transparency,  119. 

rotary  valve  of  the,  119. 

views  of  the,  119. 
Brake-valve,  the  S-6  independent,  20,  135,  177,  178,  230. 

connections  of,  26. 

general  explanation  of,  140. 

handle  positions  of,  136,  216. 

names  of  parts  of,  139. 

rotary  valve  of,  140. 

explanation  of  the  transparency  views  of,  14 1. 

testing  the,  174. 


COMBINATION  hose,  use  of,  190. 

Combined  air  strainer  and  check-valve,  26,  169. 

as  signal-line  connection,  171,  225. 

as  the  dead-engine  feature,  169,  206,  224. 

general  description  of,  170. 
Connecting  pipe,  the,  22. 
Continuous  train  brakes,  the  first,  32. 
Cut-out  cocks,  the  brake  cylinder,  28,  187. 
choke  fittings  in,  187. 

the  double -heading,  223. 

the  main -reservoir,  24,  184,  226. 
Cutting-out  brakes,  183,  184. 
[238] 


Index 

D 

DIAGRAMMATIC  charts  of  the  No.  6  E-T  equipment,  explanation  of, 
the,  59. 

in  automatic-release  position,  77. 

in  automatic  service-application  position,  66. 

in  emergency-application  position,  72. 

in  emergency-lap  position,  76. 

in  independent-lap  position,  83. 

in  independent  locomotive-brake-application  position,  81. 

in  independent  locomotive-brake  release  after  automatic  applica- 
tion, 85. 

in  independent  release,  87. 

in  running  position,  59. 

in  service-lap  position,  69. 
Discharge  pipe,  the,  22, 
Distributing  valve,  the  No.  6,  20,  49,  227. 

operating  parts,  names  of,  54. 

rudiments  of,  45. 

with  quick-action  cylinder  cap,  89,  228. 
in  release  position,  91. 
emergency  position,  93. 

difference  between  the  No.  5  and  No.  6,  205. 
Distributing- valve  release  pipe,  the,  23,  188,  236. 
Distributing-valve  supply  pipe,  if  broken,  232. 
Double-heading  pipe,  the,  197,  210. 

breakage  of,  235. 
Duplex  air  gauges,  the  two,  20,  28. 

legends  on  face  of,  113. 
Duplex  pump  governor,  the,  20,  218. 

adjustment  of,  167,  173. 

benefits  of  the  use  of,  166. 

description  of,  162,  164. 

operation  of,  165. 

pipe  connections  of,  164. 

"S-F4"  type,  161. 

used  in  No.  5  equipment,  206. 

[  239] 


Index 

E 

EQUALIZING-DISCHARGE  valve,  the,  32,  in. 

operation  of,  112. 

Equalizing  reservoir  pipe,  the,  185,  232. 

Examination  questions  on  the  E-T  equipment,  Nos.  5  and  6,  212, 
Excess-pressure  governor,  the,  22,  188. 

F 

FEED  VALVE,  the  B-6,  20,  150,  218. 

its  crossed-passage  pipe  bracket,  152. 

its  differently  attached  positions,  150, 

its  operation,  154. 

parts  of,  153. 

its  regulation,  153. 
Feed-valve  pipe,  the,  22,  24,  157. 
Feed-valve  pipe  branch  to  excess-pressure  governor  top,  breakage  of 

the,  1 88,  234. 
Fittings,  incidental  to  the  piping,  21. 

G 

GASKET,  distributing  valve,  leakage  of  the,  182. 
General  operation  of  the  train  and  locomotive  brakes,  173. 
before  leaving  vicinity  of  roundhouse,  173. 
on  the  road,  double  heading,  178,  205,  210,  223. 
freight  service,  174,  230. 
general  service,  176. 
heavy-grade  service,  178. 
passenger  service,  175,  229. 

H 

HIGH-SPEED  brake  pressure,  changing  to  the,  220. 

I 

INDEPENDENT  brake-valve,  the  ST6, 

lap  position,  effect  of  the,  146,  217. 
quick -application  position,  effect  of  the,  149,  218. 
release  position,  effect  of  the,  141,  216. 
[240] 


Index 

Independent  brake  valve,  running  position,  effect  of  the,  143,  217. 

slow-application  position,  effect  of  the,  147,  218. 
Introductory  explanation,  17. 

L 

LEAVING  the  engine,  before,  177. 

M 

MAINTAINING  pressure,  the,  133,  204. 
Main  reservoir,  the,  20. 
Main-reservoir  pipe,  the,  22,  24,  186. 

Main-reservoir  pressure  pipe  to  excess-pressure  governor  top,  break- 
age of  the,  234. 
to  high-pressure  governor  top,  direct,  breakage  of  the,  189,  234. 

N 

No.  5  E-T  locomotive-brake  equipment,  the,  196. 
correct  names  of  parts  of,  197. 
general  construction  of,  196. 

general  operation  of,  as  differing  from  the  No.  6,  205. 
handle  positions  of  engineer's  brake-valves  of,  199,  212 
leaking  or  broken  pipes  of,  207. 
piping  of,  196. 

0 

ON  arrival  at  roundhouse,  at  finish  of  trip,  180. 

P 

PASSENGER -TRAIN  stops,  the  two-application  method  of,  175, 
Pipes,  broken  or  leaking,  184. 
Piping,  when  erecting  the,  182. 
Piston  travel,  adjusting  the,  181. 

of  the  driver  and  tender  brakes,  181,  221, 

Q 

QUICK-ACTION  distributing  valve,  the,  89. 

R 

REDUCING  VALVE,  the  C-6,  20,  159,  174,  218. 

[241] 


Index 

Reducing  valve,  the  C-6,  pipe  bracket  of  the,  160. 
Reducing-valve  pipe,  the,  22,  24,  26,  189,  235. 
Release  valve,  the,  43. 
Releasing  the  train  brakes,  while  running,  179. 

S 

SAFETY  VALVE,  the,  E-6,  96. 

adjustment  of,  99,  226. 

care  and  attention  of,  100. 
Signal  hose,  use  of,  in  brake-cylinder  pipe  line,  183,  231. 

T 

TESTING  the  E-T  brake  equipment,  173,  191. 

for  leaks,  in  the  No.  6,  181. 
Train  air  signal,  the,  219. 
Train  parting,  in  case  of,  177. 
Triple  valve,  the  automatic,  32,  33,  36. 

the  quick-action,  89. 

the  quick-service,  86. 


[242] 


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A   NEW  E-T  AIR   BRAKE   BOOK 

•lates  and  diagrams,  ^ach  printed  in  from  six  to  twelve  colors 


WESTINGHOUSE  E-T  AIR  BRAKE 
INSTRUCTION  POCKET  BOOK 

No.  5  and  No.  6 
By  WM.  W.  WOOD,  Air  Brake  Instructor 

FULLY   ILLUSTRATED   WITH  COLORED    PLATES 

PRICE  $2.00 

HERE  is  a  book  for  the  railroad  man,  and  the  man  who  aims  to  be  one.  It  is  without  doubt  the 
only  complete  work  published  on  the  Westinghouse  E-T  Locomotive  Brake  Equipment. 

Written  by  an  Air  Brake  Instructor  who  knows  just  what  is  needed.  It  covers  the  subject 
thoroughly.  Everything  about  the  New  Westinghouse  Engine  and  Tender  Brake  Equipment,  in- 
cluding the  Standard  No.  5  and  the  Perfected  No.  6  Style  of  brake,  is  treated  in  detail.  Written  in 
plain  English  and  profusely  illustrated  with  Colored  Plates,  which  enable  one  to  trace  the  flow  of 
pressures  throughout  the  entire  equipment.  The  best  book  ever  published  on  the  Air  Brake.  Equally 
good  for  the  beginner  and  the  advanced  engineer.  Will  pass  any  one  through  any  examination.  It 
informs  and  enlightens  you  on  every  point.  Indispensable  to  every  engineman  and  trainman. 

Contains  examination  questions  and  answers  on  the  E-T  equipment.  Covering  what  the 
E-T  Brake  IS.  How  it  should  be  OPERATED.  What  to  do  when  DEFECTIVE.  Not  a  ques- 
tion can  be  asked  of  the  ENGINEMAN  UP  FOR  PROMOTION  on  either  the  NO.  5  or  the 
NO.  6  E-T  equipment  that  is  not  asked  and  ANSWERED  in  the  book.  If  you  want  to  thor- 
oughly understand  the  E-T  equipment  get  a  copy  of  this  book.  It  covers  every  detail.  Makes 
Air  Brake  troubles  and  examinations  easy. 

AMONG  THE    CONTENTS    OF  THIS    BOOK  ARE: 


The  No.  6  E-T  Equipment— the  Valve — the  Piping— the  Gauges.  The  theory  of  the  Triple 
Valve,  and  its  Principle  in  Application  to  the  E-T  Locomotive  Brake.  The  Distributing  Valve — 
COLORED  CHARTS  SHOWING  EACH  AND  EVERY  PHASE  OF  ITS  ACTION,  ACCOM- 
PANIED BY  COLORED  PIPING  DIAGRAMS  INDICATING  THE  CONTAINED  PRESSURES. 

Theory  of  the  Quick  Action  Triple  Valves,  Its  Importance — Its  Principle  in  Application  to  the  Quick 
Action  Distributing  Valve  of  the  No.  6  type.  The  E-6  Safety  Valve.  The  H-6  Automatic  Brake 
Valve— theory  and  principle  of  the  automatically  acting  brake-pipe  pressure  Equalizing-Discharge 
Valve— Construction  of  the  H-6  Brak-  Valve— Transparency  Plates  in  Color  Tints  showing  the 
Rotary  Valve,  AND  THROUGH  IT  the  Rotary- Valve  Seat,  Ports,  etc.,  in  each  Operative 
Position  of  the  Brake- Valve  Handle.  The  S-6  Independent  Brake  Valve— Its  Construction- 
Transparency  Plates  similar  to  those  of  the  H-6  Brake  Valve,  showing  the  arrangement  of 
Ports  in  Rotary  Valve  and  Seat  in  each  Position.  The  Double-Pressure,  B-6  Feed  Valve  The 
Duplex  automatically  controlled  Excess-  and  Maximum- Pressure  Pump  Governor.  The  C 
ducing  Valve.  The  «•  Dead  Engine  Feature  "  of  the  No.  6  E-T  Equipment— Combined  Air  Strainer 
and  Check  Valve— its  application  to  the  Train  Air-Signal  System. 

Operation  of  the  No.  6  E-T  Locomotive  Brake— Freight  Service— Passenger  Service— Switch- 
ing Service— General  Braking  Service— Grade  Work,  etc.  Reporting  Work  on  the  No.  6  Equipment. 
Testing  the  Equipment.  Leaking  or.  Broken  Pipes  of  No  6  Equipment. 

The  No.  5  E-T  Locomotive  Brake  Equipment— its  distinctive  features  as  compared  with  the 
No  6  Type— Its  Operation — Leaking  or  Broken  Pipes  in  the  No.  5  Equipment. 

FILLED   WITH  COLQRED  PLATES    SHOWING  VARIOUS  PRESSURES 

^THE  NORMAN  W.  HENLE^HPUI^^ 

132  NASSAU  STREET,  NEW  YORK,  U.  S.  A. 


RECENTLY  PUBLISHED 


THE  WALSCHAERT 
LOCOMOTIVE 
VALVE  GEAR 


BY 

WM.  w.  WOOD 

Air  Brake  Instructor 


NEARLY   200   PAGES 
FULLY  ILLUSTRATED 


Price  $1.50 


The  valve  gear  is  the  principal,  and  most  vital,  of  the  parts  of  any  engine,  and  the  cumber- 
some  and  Unwieldy  Slephenson  link  motion  that  has  been  iri  general  use  in  this  country  for  over 
half  a  century  is  rap.dly  being  displaced  by  the  lighter,  and  more  accurate,  valve  gear  of  the 
WaJschaert  type. 

It  required  years  of  study  and  experience  for  a  man  to  gain  merely  a  fair  understanding 
of  the  principles  of  the  common  link  motion,  and  now  the  locomotive  engineer,  the  shop  man,  and 
the  motive  power  official  are  being  demanded  to  post  themselves  on*  the  newly  adopted  Walschaert 
Valve  Gear. 

But  it  will  not  take  years—  nor  months—  to  thoroughly  understand  the  Walschaert  valve 
motion  if  you  possess  a  copy  of  this  book.  The  author  takes  the  plainest  form  of  a  steam  engine— 
a  stationary  engine—  in  the  rough.'  that  will  only  turn  its  crank  in  one  direction—  and  from  it 
builds  up—  with  the  reader's  help—  a  modern  locomotive,  equipped  with  the  Walschaert  valve  gear, 
complete. 

The  book  it  fully  illustrated,  and  a  novel  and  interesting  feature  of  the  book  is  the 
folding  diagrams  with  cardboard  valve  models,  by  means  of  which  the  actual  operation  of  the 
valve  under  the  influence  of  the  Walschaert  motion  can  be  studied. 


The  First  Division  explains  and  analyzes  the  Walschaert  valve  gear  by  a  simple,  fully  illus. 
trated  kindergarten  method,  showing  the  setting  up  the  gear  piece  by  piece,  with  the  common 
philosophy  of  the  action  of  each  individual  part.  There  are  no  algebraical  formula  in  this  Division 
—  just  plain  talk. 

The  Second  Division  contains  diagrams  and  formulae  that  will  enable  any  machine  shop 
foreman  to  design  and  lay  out  the  '  Walschaert  valve  gear  for  any  locomotive,  with  hints  on 
inspection  of  the  gear  and  rules  for  setting  the  valves.  Here  are  two  diagrams,  in  particular,  on 
folding  sheets,  that  show  the  position  of  the  valve,  link,  and  all  other  parts  of  the  gear,  when  the 
main  crank  pin  is  at  nine  different  points  in  its  revolution—  both  with  the  outside  admission  D  slide 
v.ilve  and  the  piston  valve  of  inside  admission.  Separate  cardboard  models  of  these  two  valves  to 
be  used  in  connection  with  the  diagrams  are  contained  in  a  pocket  in  the  book,  and  these  two 
diagrams  and  valve  models,  alone,  are  worth  more  than  the  price  of  the  book  to  any  master 
mechanic,  shop  foreman,  machinist,  engineer,  or  fireman. 

The  Third  Division  has  to  do  with  the  actual  work  of  the  Walschaert  valve  gear  on  the 
road,  and  here  are  disclosed  the  advantages  obtained  from  its  use  and  the  reasons  why  it  is  superior 
to  the  common  double  eccentric  link  motion. 

The  Fourth  Division  could  be  used  as  a  text  book  by  itself.  It  is  composed  entirely  of 
Questions  and  Answers  on  the  Walschaert  Valve  Gear,  which  form  a  condensed,  bat  complete, 
set  of  instructions  —  not  only  descriptive  of  the  valve  gear,  etc.,  but  these  questions  and  answers  also 
refer  to  all  of  the  common  breakdowns  on  the  road  that  may  happen  to  a  locomotive  equipped  with 
the  Walschaert  motion;  and  this  division  is  representative  of  the  rwhole  book;  the  matter  is  so 
plainly  written,  and  complete,  that  this  last  division  of  the  work  will  enable  any  engineman  to  pass 
any  examination  on  valve  motion,  or  the  Wal»ihaert  Gear, 


LINK  MOTIONS,  VALVES  AND 
VALVE  SETTING 

By  FRED   H.   COLVIN,  Associate  Editor  "American  Machinist" 
FULLY  ILLUSTRATED  PRICE  50c 

A   HANDY  book  for  the  engineer  or  machinist  that  clears  up  the  mysteries  of  valve  setting. 
Shows  the  different   valve  gears  in  use,  how  they  work,  and  why      Piston  and  slide  valves  of 
different  types  are  illustrated  and  explained.     A  book  that  every  railroad  man  in  the  motive 
power  department  ought  to  have. 

CONTAINS  CHAPTERS  ON 

Locomotive  Link  Motion — Direct  and  Indirect  Motion;  lap;  lead;  crossed  rods,  etc. 

Valve  Movements — Twelve  charts  showing  complete  movements  of  valves  under  various 
conditions  of  travel ;  lap  and  lead. 

Setting  Slide  Valve — Finding  dead  centers;  increasing  or  decreasing  lead;  changing  length  of 
eccentric  rods  or  blades;  moving  eccentrics  on  axle. 

Analysis  by  Diagrams — Illustrates  the  various  conditions  that  occur  with  direct  or  indirect 
motion ;  inside  and  outside  admission  and  different  methods  of  connecting  the  link.  New  facts  and 
rules  in  connection  with  link  motions  and  valve  setting. 

Modern  Practice — Shows  what  is  being  done  in  the  matter  of  eccentric  rod  lengths  ;  angularity 
of  eccentric  rods ;  leads;  proportions  of  travel ;  eccentric  throw;  lap;  ports;  piston  speed,  etc. 

Slip  of  Block — Illustrates  how  and  why  "Slip  '  exists  and  how  it  is  hardly  considered  in  modern 
practice. 

Slide  Valves— Shows  balanced  D  Valve,  Allen  Valve,  and  Wilson's  American  Valve. 

Piston  Valves — Show  eight  varieties  of  piston  valves ;  two  styles  of  valve  bushings  or  cages  and 
device  for  getting  water  out  of  cylinder.  Gives  experience  of  several  roads  with  piston  valves. 

Setting  Piston  Valves — Plain  directions  on  points  differing  from  slide  valves. 

Otker  Valve  Gears— Joy-Allen,  Walschaert,  Gooch,  Allfull-Hubbell,  etc. 

TRAIN  RULES  AND 
TRAIN  DISPATCHING 

By  H.   A.   DALBY 

222  Pages          Fully  Illustrated  and  Containing  Signals  in  Colors 
Bound  in  Leather,  Pocket  Book  Form 

PRICE  $1.50 

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EVERY  railroad  man,  no  matter  what   department   he's  in,  needs  a  copy  of   this   book      It's 
practically  a  small  encyclopedia  on  getting  trains  over  the  road.     Has  the  Standard  Code  and 
all  the  signals  in  colors  and  the  way  they  are  used  on  different  roads.     Written  by  a  man  who 
understands  the  subject  thoroughly,  and  endorsed  by  such  men  as  John  F.  Mackie,  Secretary  of  the 
Telegraphers'  Association,  and  by  railway  officials.     It  is  the  only  practical  book  on  train  rules  in  print. 

SECTIONS  CONTAINED  IN  THE  BOOK 

Standard-Time  Time  Tables.  Divisions,  Districts,  and  Terminals.  Classes  and  Rights  of 
Trains.  Train  Orders.  Forms  of  Train  Orders.  Extras.  Work  Trains.  Change  of  Time  Table. 
Train  Order  Signals.  Train  Registers.  Clearance  Cards.  Identification  of  Trains.  Double  Track. 
Words  to  Operators.  The  Dispatcher,  Engineman,  and  Trainman  Suggestions  to  Young  Dis- 
patchers. The  Department  of  Train  Dispatching,  What  it  is.  The  Standard  Code  of  the  American 
Railway  Association.  Definitions.  Rules  for  Single  Track  Standard  Time.  Time  Tables. 
Signal  Rules.  Visible  Signals.  Audible  Signals.  Classification  of  Trains.  Movement  of  Trains 
Rules  for  Movements  by  Train  Orders  on  Single  Track  Roads.  Forms  of  Train  Orders  for  Single 
Track  Roads.  Standard  Code  of  Train  Rules  for  Double  Track.  Movement  of  Trains.  Classifi- 
cation of  Trains.  Double  Track  Forms  of  Train  Orders.  Dividing  Points — Standard  Time. 
Sections.  Diagrams  in  Colors  of  Hand,  Flag,  and  Lamp  Signals. 


27TH  EDITION 


JUST  PUBLISHED          REVISED  AND  ENLARGED 


LOCOMOTIVE    CATECHISM 

By  ROBERT  GRIMSHAW,  M.E. 

825  Pages  437  Illustrations  and  Three  Folding  Plates 

PRICE  $2.50 

The  zyth  edition  of  "  Locomotive  Catechism"  has  been  entirely 
revised  and  rewritten,  making  it  a  New  Book  from  Cover  to  Cover,  and 
the  latest  book  published  on  the  designing  and  constructing,  running  and 
repairing  of  modern  locomotives,  both  simple  and  compound.  No  book 
on  the  locomotive  has  been  endorsed  as  highly  as  Grimshaw't  Locomo- 
tive Catechism.  Both  the  Locomotive  Firemen's  Magazine  and  the 
Journal  of  the  Brotherhood  of  Locomotive  Engineers  have  endorsed  the  work  very  highly,  and  said 
it  was  the  best  work  ever  published  on  the  subject.  We  have,  besides,  thousands  of  testimonials 
from  Engineers  and  Firemen,  stating  that  the  work  is  the  simplest  and  best  ever  published. 
Written  in  plain,  comprehensive  language,  and  entirely  free  from  mathematical  problems. 

Commends  itself  at  once  to  every  Engineer  and  Fireman,  and  to  all  who  are  going  in  for 
examination  or  promotion.  In  plain  language  with  full  complete  answers,  not  only  all  the  questions 
asked  by  the  examining  engineer  are  given,  but  those  which  the  young  and  less  experienced  would 
ask  the  veteran,  and  which  old  hands  ask  as  "  Stickers."  It  is  an  up-to-date  Encyclopedia  of  the 
Locomotive.  Study  it  and  you  will  know  your  engine  thoroughly. 

Contains  over  4000  Examination  Questions  with  their  Answers,  in- 
cluding among  them  those  asked  at  the  First,  Second,  and  Third  Year's 
Examinations. 

AMONG  SOME  OF  THE  SUBJECTS  TREATED  Atl : 


Accidents  and  Emergencies 

Derailment 

Knocks  and  Pounds 

Air-Brakes 

Eccentric  Motion 

Lubrication 

Alfree-Hubbell  Gear 

Eccentric  Rods 

Piston  Valves 

Allen  Gear 

Electric  Headlight 

"Quick-Action"  Brake 

Automatic  Reducing  Valve 

Engine  and  Tender  Brakes 

Relief  Valves 

Automatic  Slack  Adjuster 

Engineman's  Tender  Valve 

Richmorid-Mellin  Compound 

Auxiliary  Reservoir 

Equalizing  Bars 

Slide  Valve 

Blower 

Examination  of  Firemen 

Slide-Valve  Feed  Valve 

Boilers 

Firing 

Superheated  Steam 

Brake  Cylinder 

Firing  with  Oil 

Sweeney  Compressor 

Cab 

Four-Cylinder  Compounds 

Tandem  Compounds 

Check  Valve 

Gears 

Three-Cylinder  Compounds 

Collisions 

Gooch  Gear 

Vacuum  Brake 

Combustion 

Headlight 

Valve  Gears 

Compound  Locomotives 

Indicator 

Valve-Motion  Models 

Crosshead  and  Guides 

Injector 

Valve  Setting 

Cut-off  and  Expansion 

Joy  Gear 

Walschaert  Gear 

Cylinders 

K  Triple  Valve 

Young  Valve  Gear 

Secure  a  copy  of  this  book,  as  it  treats  on  the  Air  Brake 
Equipment,  the  Walschaert  Valve  Gear,  Electric  Headlight,  Break- 
downs, Combustion,  Firing  with  Oil,  Compound  Locomotives,  Valve 
Setting,  Injectors  and  Lubricators,  Superheated  Steam,  etc.,  etc., 
as  well  as  including  Examination  Questions  and  Answers. 


NEW  YORK  AIR 
BRAKE  CATECHISM 

By  ROBERT  H.  BLACKALL 

250  Pages-  Fully  Illustrated 

PRICE  $1.00 

THE  only  complete  treatise  on  the  New  York  Air  Brake  and  air  signaling  apparatus,  giving  a 
detailed  description  of  all  the  parts,  their  operation,  troubles,  and  the  methods  of  locating  and 
remedying  the  same.  It  includes  and  fully  describes  and  illustrates  the  plain  triple  valve,  quick- 
action  triple  valve,  duplex  pump,  pump  governor,  brake  valves,  retaining  valves,  freight  equipment, 
signal  valve,  signal  reducing  valves,  and  car  discharge  valve.  With  special  chapters  on  piston  travel, 
water  brake  for  both  simple  and  compound  engines,  main  reservoir,  Sweeney  compressor,  train  inspec- 
tion, train  handling,  piping,  recording  gauges,  rules  covering  general  air-brake  practice,  improved 
tests,  brake  leverages,  etc.,  etc. 
NEARLY  1000  QUESTIONS  WITH  THEIR  ANSWERS  ARE  INCLUDED 

LOCOMOTIVE  BOILER  CONSTRUCTION 

By  FRANK   A.   KLEINHANS 
421   Pages  350  Illustrations  and  Five  Folding  Plates 

PRICE  $3.00 

T  OCOMOTIVE  boilers  present  more  difficulty  in  laying  out  and  building  than  any  other  type  and 

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order  in  which  its  various  parts  go  through  the  shop. 

It  shows  all  types  of  boilers  used  ;  gives  details  of  construction ;  practical  facts,  such  as  life  of 
riveting,  punches  and  dies  ;  work  done  per  day,  allowance  for  bending  and  flanging  sheets,  and 
other  data. 

CONTAINS  CHAPTERS  on  Laying  Out  Work;  Flanging  and  Forging;  Punching;  Shearing; 
Plate  Planing;  General  Tables;  Finishing  Parts;  Bending;  Machinery  Parts;  Riveting;  Boiler 
Details;  Smoke  Box  Details;  Assembling  and  Calking;  Boiler  Shop  Machinery,  Etc.,  Etc. 

There  isn'  t  a  man  who  has  anything  to  do  with  boiler  work — either  new  or  repair  work — who 
doesn't  need  this  book.  You'll  find  a  mint  of  information  that  you  wouldn't  be  without,  in  its  pages. 

The  Application   of   Highly 

Superheated  Steam  to  Locomotives 

By  ROBERT  GARBE 


Edited  by  LESLIE  S.  ROBERTSON 

Octavo  Very  Fully  Illustrated  with  Folding  Plates  and  Tables 

PRICE  $2.50 

A  PRACTICAL  work  specially  prepared  for  the  use  of  all  interested  in  the  application  of  superheated 
A-  steam  to  locomotives,  written  by  a  man  who  probably  has  had  greater  experience  and  is  more 
thoroughly  familiar,  in  a  practical  way,  with  superheated  steam  in  locomotive  practice  than  any  other 
man  on  either  continent.  While  the  book  deals  with  highly  superheated  steam,  the  matter  of  low 
superheat  is  thoroughly  discussed.  In  addition  to  the-  theoretical  discussion  of  the  subject  the  book 
also  contains  full  'illustrated  descriptions,  with  a  discussion  of  the  merits,  of  all  the  better  known 
superheaters  in  the  world.  The  details  of  the  locomotive,  outside  of  the  superheater,  for  satisfactory 
using  steam  at  this  high  temperature  are  discussed  and  the  designs  introduced  by  Herr  Garbe  are 
illustrated.  Reports  on  a  number  of  very  complete  and  practical  tests  form  the  concluding  chapter 
of  the  work.  This  book  cannot  be  recommended  too  highly  to  those  motive  power  men  who  are 
anxious  to  maintain  the  highest  efficiency  in  their  locomotives. 


23rd  EDITION 


REVISED   AND    ENLARGED 


UP-TO-DATE 


it    ->\1 

BLACKALL 


AIR-BRAKE  CATECHISM 

By  ROBERT  H.  BLACKALL 

Nearly  400  Pages  Containing  Folding  Plates  and  Diagrams 

PRICE  $2.00 


Contains    nearly    2000    questions   and    answers    covering    the    detail    of    construction    and 

operation   of  the  new  as  well  as  the  old  equipment,  and  gives  in  concise  form 

the   requisite    information    to    enable   students    to   understand   and 

answer  the  usual  questions  propounded  by  the  examiner. 

This  book,  Written  by  one  of  the  best  authorities  on  air-brakes  in  the  country,  is  considered  a 
standard  text  book.  It  is  a  complete  study  of  the  air-brake  equipment,  including  the  Schedule  E  T 
Locomotive  Brake  Equipment;  the  K  (Quick  Service)  Triple  Valve  for  Freight  Service;  and 
the  Cross  Compound  Pump.  The  operation  of  all  parts  of  the  apparatus  is  explained  in  detail, 
and  a  practical  way  of  finding  their  pecularities  and  defects,  with  a  proper  remedy,  is  given. 

The  author  takes  up  each  topic  in  its  simplest  form,  and  then  by  progressive  work  covers 
the  more  intricate  parts  of  the  topic,  thus  making  a  book  valuable  to  men  already  advanced  in 
their  knowledge  of  the  air-brake.  Trainmen  and  engine  crews  will  find  special  and  practical 
assistance  to  their  work,  under  the  subjects  TRAIN"  HANDLING  AND  TRAIN  INSPECTION. 

This  book  has  been   endorsed  and  used   by  air-brake   instructors  and   examiners  on  nearly 
every   railroad   in   the   United   States. 


CONTENTS 


Beginnings  of  the  Air-Brake.  Westinghouse 
Automatic  Brake.  Triple  Valve.  Plain  Triple 
Valve.  Function  of  -the  Triple  Valve.  Quick 
Action  Triple  Valve.  Peculiarities  and  Troubles 
of  the  Triple  Valve.  Freight  Equipment.  Pis- 
ton Travel.  American  Brake-Slack  Adjuster. 
Westinghouse  Retaining  Valves.  Main  Reser- 
voir. Westinghouse  Engineer's  Brake  Valve. 
G  6  Brake  Valve.  Slide-Valve  Feed  Valve. 
Feed  Valve  or  Trainline  Governor  (Old  Style). 
Engineer's  Equalizing  Reservoir  or  "Little 
Drum."  Westinghouse  D  8  Engineer's  Brake 
Valve.  Comparison  of  G  6  and  D  8  Engineer's 
Brake  Valve.  Westinghouse  Air  Pumps.  Nine- 
and-One-half-Inch  Pump.  Eight-Inch  Pump. 


Nine-and-One-Half-Inch  Pump,  Right  and  Left 
Hand.  Eleven-Inch  Pump.  Westinghouse 
Pump  Governors.  The  Sweeney  Compressor. 
The  Water  Brake.  Westinghouse  Signal  Sys- 
tem. Schedule  U  or  High  Pressure  Control. 
High  Speed  Brake.  Combined  Automatic  and 
Straight  Air  Duplex  Main  Reservoir  Regulation. 
Appliances  and  Methods  of  Testing  Triple 
Valves.  Lubricants.  Air  Brake  Recording 
Gauges.  Train  Inspection.  Train  Handling. 
Brake  Tests.  Piping.  Cam  Brake.  Braking 
Power  and  Leverage.  Cylinders  to  be  Used  on 
Different  Vehicles.  American  Brake  Leverage. 
Air  Hose  and  Specifications.  Rules  and  For- 
mulae for  Inspectors. 


NEW  APPARATUS  INCLUDED:  K  (Quick  Service)  Triple  Valve.  Nos.  5  and  6 
E  T  Locomotive  Brake  Equipment;  H-5  Brake  Valve.  S  F  (independent)  Brake  Valve. 
S  F  Pump  Governor.  Distributing  Valve.  B-4  Feed  Valve.  B-3  Reducing  Valve.  Safety 
Valve.  Compound  Pump. 


PREVENTION 

F  SMOKE. 


LOCOMOTIVE  JFIMNG 

A  CATECHISM   ON   THE 

COMBUSTION  OF  COAL 

AND  THE  PREVENTION  OF  SMOKE 

By   WILLIAM   M.   BARR,   M.E. 

Nearly  350  Pages  Fully  Illustrated 

PRICE  $1.00 

To  be  a  success  a  fireman  must  be  "Light  on  Coal."  He  must  keep  his  fire  in  good  condition,  and 
prevent,  as  far  as  possible,  the  smoke  nuisance.  To  do  this,  he  should  know  how  coal  burns,  how 
smoke  is  formed  and  the  proper  burning  of  fuel  to  obtain  the  best  results.  He  can  learn  this,  and 
more  too,  from  Barr's  "COMBUSTION  OF  COAL  AND  THE  PREVENTION  OF  SMOKE."  It 
is  an  absolute  authority  on  all  questions  relating  to  the  Firing  of  a  Locomotive. 

Contains  nearly  500  questions   with  their  answers,  giving  the  needed 
information  to  enable  anyone  to  pass  any  examination  on  combustion 

AMONG    THE    SUBJECTS    TREATED    ARE 

Locomotive  Furnace  Details.  Limitations  of  locomotive  fire  box.  Advantages  of  large  grate  area.  Rate  of  combustion 
in  locomotive  boilers.  Function  of  fire-brick  arch  in  locomotive  fire  boxes.  Usual  construction  of  brick  arch  in  loco- 
motive fire  boxes.  Does  the  brick  arch  in  locomotive  fire  boxes  cause  leaky  flues?  Tubular  water  grates.  Stationary  coal 
burning  grate.  Shaking  grate.  Comparison  of  evaporated  power  of  anthracite  and  bituminous  coal  in  locomotive  practice. 
Practical  results  of  single  shovel  firing  on  the  B.  C.  R.  and  N.  Ry.  Saving  in  coal  by  light  firing  in  locomotives.  The  best 
method  of  firing  a  locomotive.  Noticeable  improvements  in  connection  with  Hs;ht  firing  and  boiler  repairs.  Direct  saving 
upon  the  brick  arches  in  locomotive  fire  boxes  by  light  firing.  Advantages  attained  by  the  lateral  extension  of  locomotive 
fire  boxes.  Disadvantages  of  a  wide  fire  box  in  locomotives.  Division  of  wide  fire  box  in  locomotives  into  two  separate 
furnaces.  Evaporative  results  in  ordinary  locomotive  practice.  Most  efficient  form  of  exhaust  tip.  Size  of  average  ex- 
haust tips.  Conclusions  reached  regarding  means  for  increase  in  production  of  steam  by  increased  draft.  Strong's  loco- 
motive fire  box.  How  the  smokeless  combustion  of  bituminous  coal  is  carried  out  in  practice  in  locomotives.  Details  of 
front  ends  of  locomotives  So.  Pac.  Ry.  Furnace  door  details.  Details  of  shaking  grate.  Details  of  ash  pan.  Facts  given 
in  daily  report  of  traveling  firemen  So.  Pac.  Ry. 

Hydrocarbon  oil  as  a  fuel  for  locomotives.  Heating  power  of  crude  petroleum.  Success  attending  the  use  of  liquid  fuel  an 
auxiliary  to  coal  for  locomotive  engines.  Changes  necessary  to  convert  a  coal  into  an  oil-burning  locomotive.  Construc- 
tion of  atomizers  for  burning  oil  on  So.  Cal.  Railroad.  How  oil  is  supplied  to  burner  under  pressure.  Size  of  exhaust  noz- 
zle when  burning  oil.  Are  oil  fires  smokeless?  Effect  of  products  of  combustion  of  an  oil  fire  upon  the  tubes  of  a  boiler. 
Relative  cost  of  oil  and  coal  as  a  fuel  in  locomotive  practice. 


CHARTS 


TRACTIVE  POWER  CHART 

A  chart  whereby  you  can  find  the  tractive  power  or  drawbar  pull  of  any  locomotive,  without 
making  a  figure.  Shows  what  cylinders  are  equal,  how  driving  wheels  and  steam  pressure 
affect  the  power.  What  sized  engine  you  need  to  exert  a  given  drawbar  pull  or  anything  you 
desire  in  this  line.  Price  50c. 

PASSENGER  CAR  CHART 

A  chart  showing  the  anatomy  of  a  passenger  car,  having  every  part  of  the  car  numbered  and  its 
proper  name  given  in  a  reference  list.  Price  20c. 

BOX   CAR  CHART 

A  chart  showing  the  anatoiny  of  a  box  car,  having  every  part  of  the  car  numbered  and  its  proper 
name  given  in  a  reference  list.  Price  20c. 

GONDOLA  CAR   CHART 

A  chart  showing  the.  anatomy  of  a  gondola  car,  having  every  part  of  the  car  numbered  and  its 
proper  reference  name  given  in  a  reference  list.  Price  20c. 

AMERICAN  COMPOUND  LOCOMOTIVES 

By   FRED    H.   COLVIN,    Associate   Editor   "American    Machinist" 

142   Pagfcs  Fully  Illustrated 

PRICE  $1.00 

A  book  showing  every  type  and  make  of  Compound  Locomotives  in  use  in  the  country.  Tells  in'pla\n^ 
English— How  to  Hapdle  Them.  How  to  Repair  Thern.^  What  to  do  if  They  Break  Down.  How  to 
Disconnect  Them;  How  to  Set  Valves.  How  to  Test  for  Leaks  and  Locate  Blows  All  About 
Piston  Valves.  Reducing  Valves.  Valve  Motion  Lubricating,  etc. 

Contains  chapters  as  follows:— A  Bit  of  History.  Theory  of  Compounding  Steam  Cylinder!.  Baldwin  Two-Cylinder 
Compound.  Pittsburg  Two-Cylinder  Compound.  Rhode  Island  Compound.  Richroond_Copipound.  Rogers  Com  pound. 

•  ir  Balancing" 
pound  Loco- 


JUST  PUBLISHED  POCKET    BOOK   EDITION 

LOCOMOTIVE  BREAKDOWNS 

AND  THEIR  REMEDIES 

By  GEO.  L.  FOWLER,  revised  by  WM.  W.  WOOD,  Air  Brake  Instructor 

270   Pages  PRICE     $1.00  Fully  Illustrated 

The  new  pocket  edition  of  "Locomotive  Breakdowns"  has  been  revised 
by    Win.  W.  Wood,    the  well-known  railroad  expert,  which  is 
a  sufficient  guarantee    that   this   work    represents    the 
best  practice   of   the    present  day    and    is    ex- 
haustive in   text  and  illustrations. 

Engineers  are  paid  nowadays  for  getting  their  engines  into  the  terminal  on  time,  and  to 
accomplish  this  there  must  be  no  casualties  EN  ROUTE  that  will  cause  delay;  accidents,  however, 
will  happen,  and  it  is  the  knowledge  of  HOW  TO  AVOID  DELAY  IN  CASE  OF  ACCIDENTS 
that  the  Company  requires  of  engineers  nowadays,  and  what  to  do  in  case  of  breakdowns.  The 
revised  pocket  edition  of  "  Locomotive  Breakdowns  "  is  absolutely  necessary  to  every  engineer,  fm-man, 
and  shop  man,  because  it  treats  of  every  possible  engine  trouble,  and  presents  the  remedy,  in  the 
form  of  questions  and  answers. 

WalscHaert  Locomotive  Valve  Gear  Troubles  are  treated  in  detail,  while  the  Electric 
Headlight,  which  is  coming  rapidly  into  general  use,  is  included,  and  all  the  possible  defects  and 
troubles  of  the  engine,  dymano,  and  lamp  are  given. 

One  of  the  best  things  in  the  book  is  the  Questions  and  Answers  on  the  Air  Brake.  This 
chapter  has  been  entirely  rewritten,  and  is  the  result  of  long  and  careful  study  in  selection,  guided  by 
years  of  experience.  The  questions  refer  to  troubles  that  will  come  to  you.  as  surely  as  that  you 
will  run  an  engine  Up-to-date  in  every  detail,  it  tells  you  how  to  avoid  mistakes  and  ill  results  in 
operating  the  brakes  of  freight  and  passenger  trains,  and  how  to  guard  against,  as  well  as  remedy, 
troubles  of  the  improved  E  T  engine  and  tender  brake  equipment. 

It  is  out  of  the  question  to  try  and  tell  you  about  every  subject  that  is  covered  -in  this  pocket 
edition  of  Locomotive  Breakdowns.  Just  imagine  all  the  common  troubles  that  an  engineer  may 
expect  to  happen  some  time,  and  then  add  all  of  the  unexpected  ones,  troubles  that  coujd  occur,  but 
that  you  had  never  thought  about,  and  you  will  find  that  they  are  all  here,  in  this  Up-to-Date 
Edition  of  "  Breakdowns,"  with  the  very  best  methods  of  repair. 

CONTENTS 

I.     Defective  Valves. 

II.     Accidents  to  the  Valve  Motion. 

III.     Accidents  to  Cylinders,  Steam  Chests,  Cylinders,  and  Pistons. 
IV.     Accidents  to  Guides.  Crossheads  and  Rods. 

V.     The  Walschaert  Valve  Motion;  Accidents  that  May  Happen  to  the  Gear. 
VI.     Accidents  to  Running  Gears. 

VII.     Truck  and  Frame  Accidents. 
VIII.     Boiler  Troubles. 

IX.     Defective  Throttle  and  Steam  Connections. 
X.     Defective  Draft  Appliances. 

XI.     Pump  and  Injector  Troubles. 
XII.     Accidents  to  Cab  Fixtures. 
XIII.     Tender  Accidents. 

XIV.     Miscellaneous  Accidents. 

XV.     Compound  Locomotive  Accidents. 

XVI.     Tools  and  Appliances  for  Making  Engine  Repairs. 
XVII.     Air  Brake  Troubles. 

XVIII.     The  Pyle-National  Electric  Headlight. 

The  engineer  who  can  keep  his  engine  out  of  the  shop,  and  when  trouble  occurs  get  it 
in  running  shape  with  as  little  delay  as  possible,  is  sure  of  promotion.  This  is  the  book  that 
tells  you  just  what  to  do  in  any  case  of  an  accident  or  breakdown. 


Boofcs  not  ret-ned          o;«ue 


OW-4,'23 


YB  53617 


UNIVERSITY  OF  CALIFORNIA  LIBRARY 


